V2x communication device and method for transmitting and receiving v2x message therefor

ABSTRACT

Disclosed herein is a method for managing vehicle driving by using V2X communication. More particularly, a reporting vehicle generates a driving message for reporting maneuver information of the reporting vehicle. The driving message includes the maneuver information associated with intended expected driving after a current time of the vehicle. The reporting vehicle receives a management message, as a response to the driving message, including vehicle driving management information for managing a driving operation of the reporting vehicle based on the maneuver information.

CROSS REFERENCE TO RELATED APPLICATION

This application is a National Stage application under 35 U.S.C. § 371of International Application No. PCT/KR2019/005757, filed on May 13,2019, which claims the benefit of Korean Patent Application No.10-2018-0054437, filed on May 11, 2018. The disclosures of the priorapplications are incorporated by reference in their entirety.

BACKGROUND OF THE INVENTION Field of the Invention

The present disclosure relates to a V2X communication device and a V2Xmessage transmission and reception method thereof, and moreparticularly, to a method of transmitting and receiving a message formanaging driving between vehicles through driving information of avehicle.

Description of the Related Art

Recently, vehicles have become the result of complex industrialtechnologies in which electrical, electronic, and communicationtechnologies converge at the center of mechanical engineering. In thisrespect, vehicles are also called smart cars. Smart cars connectdrivers, vehicles, and traffic infrastructure to provide a variety ofcustomized mobility services, as well as traditional vehicletechnologies such as traffic safety and complexity resolution. Thisconnectivity can be implemented using Vehicle to Everything (V2X)communication technology.

SUMMARY OF THE INVENTION

Various services may be provided through V2X communication. For example,services related to automatic and connected driving may be provided withthe goal of improving traffic safety and mobility. One such service isthe CACC service, which is a technology that forms CACC pairs or CACCstrings and keeps safety time gaps between vehicles to a minimum forimproved traffic efficiency and reduced fuel consumption.

However, the current V2X technology can provide simple warning services,but has limitations in providing more sophisticated management services.Warning signs in dangerous situations or at dangerous moments can reducethe risk of collisions but are not the ultimate solution because they donot help avoid facing such dangerous situations or moments.

In addition, the warning service no longer tells the driver and/or thevehicle what to do at the moment of receiving an alert signal.

The technical objects of the present disclosure are not limited to theabove-mentioned technical objects, and other unmentioned technicalobjects will become apparent to those skilled in the art from thefollowing description.

According to an embodiment of the present disclosure, a method,performed in a reporting vehicle, for managing vehicle driving by usingvehicle to everything (V2X) communication, the method comprising:generating a driving message for reporting maneuver information of thereporting vehicle to a coordinator; and receiving a management messagecomprising vehicle driving management information for managing a drivingoperation of the reporting vehicle based on the maneuver information asa response to the driving message, wherein the driving message comprisesthe maneuver information associated with intended expected driving aftera current time of the vehicle.

According to an embodiment of the present disclosure, the maneuverinformation comprises at least one of specific information, geographicinformation, time information and dynamic information that areassociated with the expected driving of the vehicle.

According to an embodiment of the present disclosure, the specificinformation, the geographic information, the time information and thedynamic information are collected through a maneuver collection functionof a maneuver management application entity or a facility entity.

According to an embodiment of the present disclosure, a method furthercomprises updating the maneuver information based on the vehicle drivingmanagement information.

According to an embodiment of the present disclosure, a method furthercomprises performing a specific driving operation associated with thedriving of the vehicle according to the driving management information.

According to an embodiment of the present disclosure, the maneuverinformation comprises a maneuver type indicating a type of the expecteddriving of the reporting vehicle and driving information associated withdriving according to the maneuver type.

According to an embodiment of the present disclosure, the drivingmanagement information comprises indication information representingpermission or rejection of an operation of the reporting vehicleaccording to the maneuver information.

According to an embodiment of the present disclosure, the vehicledriving management information comprises: a maneuver type indicating adriving type of each vehicle for optimal driving of a plurality ofvehicle managed by the coordinator; and driving information associatedwith driving according to the maneuver type.

According to an embodiment of the present disclosure, a reportingvehicle for managing vehicle driving by using V2X communication, thevehicle comprising: a radio frequency (RF) module for transmitting andreceiving a wireless signal; and a processor functionally connected tothe RF module, wherein the processor is configured to: generate adriving message for reporting maneuver information of the reportingvehicle to a coordinator vehicle, and receive a management messagecomprising vehicle driving management information for managing a drivingoperation of the reporting vehicle based on the maneuver information asa response to the driving message, and wherein the driving messagecomprises the maneuver information associated with intended expecteddriving after a current time of the vehicle.

According to the present disclosure, as a warning service is provided inadvance to neighboring vehicles based on the expected drivinginformation of a vehicle, the number of situations in whichvehicle-to-vehicle accidents occur may be reduced.

Also, a coordinator vehicle obtains the expected driving information ofvehicles and transmits control information for optimal vehicle drivingto adjacent vehicles. The vehicles, being thus controlled, may beefficiently driven.

Effects obtainable from the present disclosure are not limited to theabove-mentioned effects, and other unmentioned effects may be clearlyunderstood by those skilled in the art from the following description.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated in and constitute apart of this application for further understanding of the presentdisclosure, illustrate embodiments of the present disclosure, togetherwith a detailed description that illustrates the principles of thepresent disclosure.

FIG. 1 illustrates an intelligent transport system (ITS) according to anembodiment of the disclosure.

FIG. 2 illustrates a V2X transmission/reception system according to anembodiment of the disclosure.

FIG. 3 illustrates a configuration of a V2X system according to anembodiment of the disclosure.

FIG. 4 illustrates a packet structure of a network/transport layeraccording to an embodiment of the disclosure.

FIG. 5 illustrates a configuration of a V2X system according to anotherembodiment of the disclosure.

FIG. 6 illustrates a configuration of a V2X system of a vehicletransmitting driving information according to an embodiment of thepresent disclosure.

FIG. 7 illustrates a configuration of a V2X system of a coordinatoraccording to an embodiment of the present disclosure.

FIG. 8 is a flowchart illustrating an example of a method fortransmitting driving information by a reporting vehicle according to anembodiment of the present disclosure.

FIG. 9 is a flowchart illustrating another example of a method fortransmitting driving information by a reporting vehicle according to anembodiment of the present disclosure.

FIG. 10 is a flowchart illustrating an example of a method fortransmitting optimal driving information by a coordinator forcontrolling the driving of vehicles according to an embodiment of thepresent disclosure.

FIG. 11 is a flowchart illustrating another example of a method fortransmitting optimal driving information by a coordinator forcontrolling the driving of vehicles according to an embodiment of thepresent disclosure.

FIG. 12 is a flowchart illustrating an example of a method for drivingin accordance with optimal driving information transmitted from acoordinator of a reporting vehicle according to an embodiment of thepresent disclosure.

FIG. 13 is a flowchart illustrating another example of a method fordriving in accordance with optimal driving information transmitted froma coordinator of a reporting vehicle according to an embodiment of thepresent disclosure.

FIG. 14 is a diagram illustrating an example of a road driving methodfor a vehicle through maneuver information according to an embodiment ofthe present disclosure.

FIG. 15 is a diagram illustrating another example of a road drivingmethod for a vehicle through maneuver information according to anembodiment of the present disclosure.

FIG. 16 is a diagram illustrating another example of maneuverinformation for the road driving of a vehicle according to an embodimentof the present disclosure.

FIG. 17 is a diagram illustrating an example of a method for configuringtwo-dimensional or three-dimensional maneuver information according toan embodiment of the present disclosure.

FIG. 18 is a diagram illustrating an example of a method for configuringmaneuver information for a curved road according to an embodiment of thepresent disclosure.

FIG. 19 is a diagram exemplifying a method in which a coordinatorcontrols the driving of a vehicle based on the vehicle state accordingto an embodiment of the present disclosure.

FIG. 20 is a diagram illustrating an example of a method for controllinga vehicle according to the driving skill of a vehicle in accordance withan embodiment of the present disclosure.

FIG. 21 is a diagram illustrating an example of a method for controllinga driving operation of a vehicle according to an embodiment of thepresent disclosure.

FIG. 22 is a diagram illustrating another example of a method forcontrolling a driving operation of a vehicle according to an embodimentof the present disclosure.

FIG. 23 is a diagram illustrating yet another example of a method forcontrolling a driving operation of a vehicle according to an embodimentof the present disclosure.

FIG. 24 illustrates a V2X communication device according to anembodiment of the present disclosure.

FIG. 25 exemplifies a method for transmitting a message for vehicledriving management according to an embodiment of the present disclosure.

DETAILED DESCRIPTION OF THE INVENTION

Preferred embodiments of the disclosure are described in detail andexamples thereof are illustrated in the accompanying drawings. Thefollowing detailed description with reference to the accompanyingdrawings is intended to illustrate the preferred embodiments of thedisclosure rather than merely illustrating embodiments that may beimplemented according to embodiments of the disclosure. The followingdetailed description includes details in order to provide a thoroughunderstanding of the disclosure, but the disclosure does not require allthese details. In the disclosure, respective embodiments described belowneed not be particularly used separately. Multiple embodiments or allembodiments may be used together, and specific embodiments may be usedas a combination.

Most of the terms used in the disclosure are selected from the generalones that are widely used in the field, but some terms are arbitrarilyselected by the applicant and the meaning thereof will be described indetail in the following description as necessary. Accordingly, thedisclosure should be understood based on the intended meaning of theterm rather than the mere name or meaning of the term.

The disclosure relates to a V2X communication apparatus and the V2Xcommunication apparatus is included in an Intelligent Transport System(ITS) to perform all or some functions of the ITS. The V2X communicationapparatus may communicate with vehicles and vehicles, vehicles andinfrastructure, vehicles and bicycles, and mobile devices. The V2Xcommunication apparatus may be abbreviated as a V2X apparatus. As anembodiment, the V2X apparatus may correspond to an on board unit (OBU)of the vehicle or may be included in the OBU. The OBU may also bereferred to as on a board equipment (OBE). The V2X apparatus maycorrespond to a road side unit (RSU) of the infrastructure or may beincluded in the RSU. The RSU may also be referred to as a road sideequipment (RSE). Alternatively, the V2X communication apparatus maycorrespond to an ITS station or may be included in the ITS station. Allof a predetermined OBU, a predetermined RSU, and a predetermined mobileequipment that perform V2X communication may also be referred to as theITS station or the V2X communication apparatus.

FIG. 1 illustrates an intelligent transport system (ITS) according to anembodiment of the disclosure.

Intelligent transport system means a system to provide efficient andsafe transport services by applying information and communicationtechnology, such as electronic control and communication devices, totraffic facilities installed around roads, such as traffic signals orelectronic road signs, and means of transportation, such as vehicles,buses, or trains. To support an ITS, vehicle to everything (V2X)technology may be used. V2X communication technology refers totechnology of communication between vehicles or between a vehicle and adevice around the vehicle.

A vehicle supporting V2X communication is equipped with an OBU. The OBUincludes a dedicated short-range communication (DSRC) communicationmodem. An infra structure including V2X modules installed around a road,such as traffic signals, may be denoted an RSU. Vulnerable road users(VRU) are vulnerable users at risk in traffic, such as pedestrians,bicycles, or wheelchairs. VRUs are capable of V2X communication.

Vehicle to vehicle (V2V) denotes communication between V2X communicationdevice-equipped vehicles or technology for such communication. Vehicleto infra-structure (V2I) denotes communication between a V2Xcommunication device-equipped vehicle and an infrastructure ortechnology for such communication. Besides, communication between avehicle and a VRU may be denoted V2O, and communication between aninfrastructure and a VRU may be denoted I2O.

FIG. 2 illustrates a V2X transmission/reception system according to anembodiment of the disclosure.

A V2X transmission/reception system includes a V2X transmitter 2100 anda V2X receiver 2200. The V2X transmitter 2100 and the V2X receiver 2200are so termed depending on their role of data transmission or datareception, and no difference in device configuration existstherebetween. The V2X transmitter 2100 and the V2X receiver 2200 bothcorrespond to a V2X communication device.

The V2X transmitter 2100 includes a global navigation satellite system(GNSS) receiver 2110, a DSRC radio 2120, a DSRC device processor 2130,an application electronic control unit (ECU) 2140, a sensor 2150, and ahuman interface 2160.

The DSRC radio 2120 may perform communication based on wireless localarea network (WLAN)-based IEEE 802.11 standards and/or the wirelessaccess in vehicular environments (WAVE) of the society of automotiveengineers (SAE), a U.S.-based automotive professional association. TheDSRC radio 2120 may perform the operations of the physical layer and theMAC layer.

The DSRC device processor 2130 may decode messages received by, or to betransmitted by, the DSRC radio 2120. The GNSS receiver 2110 may performGNSS processing and obtain location information and time information.According to an embodiment, the GNSS receiver 2110 may be a globalpositioning system (GPS) device.

The application ECU 2140 may be a microprocessor for providing aspecific application service. The application ECU may beoperated/generate a message based on a user input and sensor informationto provide a service and may transmit/receive messages using the DSRCdevice processor. The sensor 2150 may obtain the vehicle state andambient sensor information. The human interface 2160 may receive userinputs or display/provide messages via an interface, such as an inputbutton or monitor.

The V2X receiver 2200 includes a global navigation satellite system(GNSS) receiver 2210, a DSRC radio 2220, a DSRC device processor 2230,an application electronic control unit (ECU) 2240, a sensor 2250, and ahuman interface 2260. The above-described configuration of the V2Xtransmitter 2100 is applied to the configuration of the V2X receiver2200.

The DSRC radio and the DSRC device processor correspond to an embodimentof a communication unit. The communication unit may performcommunication based on cellular communication technology, such as 3GPPor long term evolution (LTE).

FIG. 3 illustrates a configuration of a V2X system according to anembodiment of the disclosure. According to an embodiment, the V2X systemof FIG. 3 may correspond to an ITS station reference architecturedefined in ISO 21217/EN302 665. FIG. 3 illustrates an example ITSstation based on the reference architecture. FIG. 3 illustrates ahierarchical architecture for end-to-end communication. When messagesare communicated between vehicles, the message is transferred downthrough each layer in the transmission vehicle/ITS system and istransferred up through each layer in the reception vehicle/ITS system.Each layer is described below.

Application layer: The application layer may implement and supportvarious use cases. For example, the application may provide road safety,efficient traffic information, and other application information.

The application layer may classify and define ITS applications andprovide services to the end vehicle/user/infrastructure through thelower layers. Applications may be defined/applied per use case or bedefined/applied with their use cases grouped into, e.g., road-safety,traffic efficiency, local services, and infotainment. According to anembodiment, the application classification or use cases may be updatedwhen a new application scenario occurs. The layer management may manageand service information related to the operation and security of theapplication layer. The information and service may be bi-laterallytransferred and shared through the interface between management entityand application layer (MAMA) and the interface between security entityand ITS-S applications (SA) or the service access point (SAP) (e.g.,MA-SAP or SA-SAP). The transfer of a request from the application layerto the facilities layer or information from the facilities layer to theapplication layer may be performed via the interface between facilitieslayer and ITS-S applications (FA) (or FA-SAP).

Facilities layer: The facilities layer may provide support foreffectively implementing various use cases defined in the applicationlayer. For example, the facilities layer may perform applicationsupport, information support, and session/communication support.

Basically, the facilities layer may support the functions of the topthree layers of the OSI model, i.e., the session layer, presentationlayer, and application layer. Additionally, the facilities layer mayprovide such evolved facilities as, e.g., application support,information support, and session/communication support for the ITSsystem. Facility means a component that provides functionality,information, or data.

Facilities may be classified into common facilities and domainfacilities. The common facilities may provide a basic ITS applicationset and core services or functions necessary for ITS station operations.For example, time management, position management, and servicemanagement may be provided. The domain facilities may provide a specificservice or function to one or more basic ITS application sets. Forexample, the domain facilities may provide decentralized notificationmessages (DENM) for road hazard warning applications (RHW). The domainfacilities may be optional and, unless supported by the ITS station, maybe not used.

Network/transport layer: The network/transport layer may configure anetwork for vehicular communication between homogeneous/heterogeneousnetworks by using various transport protocols and network protocols. Forexample, the network/transport layer may provide routing with theinternet access using the internet protocol, such as TCP/UDP+IPv6. Or,the network/transport layer may configure a vehicle network using ageographical position-based protocol, such as basic transport protocol(BTP)/geonetworking.

The transport layer corresponds to a layer for linking between theservices provided by the higher layers (session layer, presentationlayer, and application layer) and the lower layers (network layer, datalink layer, and physical layer). The transport layer plays a role toprovide management so that the data sent from the user arrives preciselyat the destination. At the transmission side, the transport layer maysegment data into packets in a size suitable for efficient datatransmission. At the reception side, the transport layer may merge thereceived packets back into the original file. According to anembodiment, as the transport protocol, the TCP/UDP may be used, or atransport protocol for the ITS, such as the VTS, may be used.

The network layer may assign a logical address and determine a packettransfer path. The network layer may receive the packets generated fromthe transport layer and add a network header including the logicaladdress of the destination. As an example packet path design,vehicle-to-vehicle, vehicle-to-fixed station, or fixed station-to-fixedstation unicast/broadcast may be taken into consideration. According toan embodiment, as the network protocol for the ITS, the geo-networking,IPv6 networking with mobility support, or IPv6 over geo-networking maybe considered.

Access layer: The access layer may transmit messages/data received fromthe higher layer via a physical channel. For example, the access layermay perform/support data communication based on, e.g., IEEE 802.11and/or 802.11p standard-based communication technology, IEEE 802.11and/or 802.11p standard physical transmission technology-based ITS-G5wireless communication technology, 2G/3G/4G (LTE)/5G wireless cellularcommunication technology including satellite/wideband wireless mobilecommunication, DVB-T/T2/ATSC or other wideband terrestrial digitalbroadcast technology, GPS technology, or IEEE 1609 WAVE technology.

The ITS system for vehicular communication and networking may beorganically designed considering various access techniques, networkprotocols, and communication interfaces to provide various use cases.The role and functions of each layer may be supplemented.

FIG. 4 illustrates a packet structure of a network/transport layeraccording to an embodiment of the disclosure.

FIG. 4 illustrates a packet structure of a network/transport layer. Thetransport layer may generate BTP packets, and the network layer maygenerate geo-networking packets. The geo-networking packet maycorrespond to the data of the logical link control (LLC) packet and beincluded in the LLC packet. The geo-networking packet may beencapsulated into an LLC packet. In the embodiment of FIG. 4, the datamay include a message set, and the message set may be a basic safetymessage.

The BTP is a protocol for transmitting messages, e.g., CAM or DENM,generated by the facilities layer, to the lower layer. The BTP header isconfigured in type A or type B. The type-A BTP header may include thedestination port and source port which are necessary for interactivepacket transmission. The type-B BTP header may include destination portand destination port information necessary for non-interactive packettransmission. The fields/information included in the header is describedbelow.

Destination port: The destination port identifies the facility entitycorresponding to the destination of the data (BTP-PDU) included in theBTP packet.

Source port: The source port is a field generated in the case of BTP-Atype, and this indicates the port of the protocol entity of thefacilities layer in the source where the packet is transmitted. Thisfield may have a size of 16 bits.

Destination port information: This is a field generated in the case ofBTP-B type and may provide additional information when the destinationport is the most well-known port. This field may have a size of 16 bits.

The geo-networking packet includes a basic header and a common headerdepending on the protocol of the network layer and, depending on thegeo-networking mode, optionally includes an extension header. The basicheader may be 32-bit (4-byte) long. The basic header may include atleast one of a version field, next header (NH) field, life time (LT)field, or remaining hop limit (RHL) field. The fields included in thebasic header are described below. The size of the bits constituting eachfield is merely an example and may be varied.

Version (four bits): The version field indicates the version of thegeo-networking protocol.

NH (four bits): The next header (NH) field indicates the type of thesubsequent header/field. If the field value is 1, the common headerfollows and, if the field value is 2, a secured packet may follow.

LT (eight bits): The life time (LT) field indicates the maximum lifetime of the packet.

RHL (eight bits): The remaining hop limit (RHL) field indicates theremaining hop limit. The RHL field value may be decremented by onewhenever forwarded from the geoadhoc router. If the RHL field valuebecomes 0, the packet is no longer forwarded.

The common header may be 64-bit (8-byte) long. The common header mayinclude at least one of a next header (NH) field, header type (HT)field, header sub-type (HST) field, traffic class (TC) field, flagsfield, payload length (PL) field, and maximum hop limit (MHL) field.Each field is described below.

NH (four bits): The next header (NH) field indicates the type of thesubsequent header/field. The field value being 0 indicates the packet of“ANY” type which is not defined, the field value being 1 indicates thepacket of BTP-A type, the field value being 2 indicates the packet ofBTP-B type, and the field value being 3 indicates the IP diagram ofIPv6.

HT (four bits): This field indicates the geo-networking type. Thegeo-networking type includes beacon, geounicast, geoanycast,geobroadcast, topologically-scoped broadcast (TSB), or location service(LS).

HST (four bits): The header sub type field indicates the detailed typealong with the header type. According to an embodiment, if the HT typeis set to TSB, this may indicate single hop if the HST value is ‘0’ andmulti-hop if the HST value is ‘1.’

TC (eight bits): The traffic class field may include store-carry-forward(SCF), channel offload, and TC ID. The SCF field indicates whether thepacket is stored unless there is a neighbor to which the packet is to betransferred. The channel offload field indicates that the packet may betransferred through other channel in the case of multi-channeloperation. The TC ID field is a value assigned when the packet istransferred from the facilities layer and be used to set a contentionwindow value in the physical layer.

Flags (eight bits): The flags field indicates whether the ITS device ismobile or stationary and, in an embodiment, this may be the last onebit.

PL (eight bits): The payload length field indicates, in bytes, thelength of the data subsequent to the geo-networking header. For example,for CAM-carrying geo-networking packets, the PL field may indicate thelength of the CAM and the BTP header.

MHL (eight bits): The maximum hop limit (MHL) field may indicate themaximum hop count.

An LLC header may be added to the geo-networking packet, generating anLLC packet. The LLC header provides the function of transmitting IP dataand geo-networking data, with the IP data and the geo-networking datadifferentiated from each other. The IP data and the geo-networking datamay be differentiated from each other by the ethertype of the SNAP.According to an embodiment, when the IP data is transmitted, theethertype may be set to 0x86DD and be included in the LLC header.According to an embodiment, when the geo-networking data is transmitted,the ethertype may be set to 0x86DC and be included in the LLC header.The receiver may identify the ethertype field of the LLC packet headerand, depending on the value, forward the packet to the IP data path orgeo-networking path and process it.

FIG. 5 illustrates a configuration of a V2X system according to anotherembodiment of the disclosure.

FIG. 5 illustrates a hierarchical architecture corresponding to anotherembodiment of the V2X system of FIG. 3. According to an embodiment, thenorth American V2X system uses IEEE 802.11 PHY and MAC technology andmay additionally use IEEE 1609.4 MAC technology. In thenetwork/transport layer technology, IEEE 802.2 standard technology maybe applied to the LLC block, and IEEE 1609.3 technology may be appliedto the WAVE short message protocol (WSMP). The facilities layer may usethe message set of SAE J2735 standard, and the application layer may usethe application defined for V2V, V2I, or V2O in the J2945 standard.

The application layer may perform the function of implementing andsupporting use cases. The application may be optionally used dependingon the use case. The system requirements for each use case may bedefined in the J2945 standard. J2945/1 defines the application of V2Vtechnology such as V2V safe communication.

The J2945/1 documentation defines applications such as emergencyelectronic brake lights (EEBL), forward crash warning (FCW), blind spotwarning (BSW), lane change warning (LCW), intersection movement assist(IMA), and control loss warning (CLW). According to an embodiment, FCWtechnology is V2V safe communication technology that warns of collidingwith a vehicle in front. When a V2X communication device-equippedvehicle comes to a sudden stop or stops due to an accident, the vehiclemay transmit an FCW safety message to avoid collision with a followingvehicle. The following vehicle may receive the FCW message, warn thedriver, or control to decelerate or change lanes. In particular, evenwhen another vehicle is between a parked vehicle and a driving vehicle,the state of the parked vehicle may advantageously be grasped via theFCW. The FCW safety message may include the vehicle's locationinformation (latitude, longitude, and lane), vehicle information (kind,length, direction, and speed), event information (stop, sudden stop, andslow-down), and such information may be generated at the request of thefacilities layer.

The facilities layer may correspond to OSI layer 5 (session layer),layer 6 (presentation layer), or layer 7 (application layer). Thefacilities layer may generate a message set depending on the context tosupport the application. The message set may be defined in the J2735standard and be specified/decoded via ASN.1. The message set may includea BasicSafetyMessage message, a MapData message, a SPAT message, aCommonSafetyRequest message, an EmergencyVehicleAlert message, anIntersectionCollision message, a ProbeVehicleData message, aRoadSideAlert message, and a PersonalSafetyMessag message.

The facilities layer may compile information to be transmitted from thehigher layer, generating a message set. The message set may be displayedin an abstract syntax notation 1 (ASN.1) scheme. ASN.1 is a notationused to specify data architectures and may also define encoding/decodingrules. ASN.1 does not depend upon a specific device, data representationscheme, programming language, or hardware platform. ASN.1 is a languagefor specifying data regardless of platforms and is the joint standard ofCCITT (Consultative Committee on International Telegraphy and Telephony,X.208) and ISO (international Organization for Standardization, ISO8824).

The message set is a collection of messages related to V2X operation.There is a message set that fits the context of the higher application.The message set may be represented in the format of a data frame and mayinclude at least one element. Each element may include a data frame ordata element.

The data frame expresses two or more data listings. The data frame maybe a data element listing structure or a data frame listing structure.According to an embodiment, DV_vehicleData is a data frame structureindicating information for the vehicle and may include a plurality ofdata elements (e.g., Height, Bumbers, mass, or trailerweight). The dataelement defines a description for the data element. According to anembodiment, the element, Height, as used in the data frame is defined inDE_VehicleHeight and may represent the height of the vehicle. Accordingto an embodiment, the height of the vehicle may be represented from 0 to127, and the LBS unit is increased on a per-5 cm basis up to 6.35meters.

According to an embodiment, a BasicSafetyMessage may be transmitted. TheBasicSafetyMessage is the most basic, critical message in the messageset and is used to periodically transmit the basic information for thevehicle. This message may include coreData defined as BSMcoreData andPartII and regional data which are optional. The coreData may includedata elements such as msgCnt, id, lat, long, elev, speed, deading,break, or size. The coreData indicates the message count, ID, latitude,longitude, altitude, speed, direction, brake, and vehicle size by usingthe data elements. The BSM may transmit the information corresponding tothe coreData typically in a period of 100 msec (ten times per second).

The network/transport layer may correspond to OSI layer 3 (networklayer) and layer 4 (transport layer). To transmit the WAVE short message(WSM) transferred from the higher layer, the WAVE short message protocol(WSMP) may be used. Additionally, the IPv6/TCP protocol may be used toprocess conventional IP signals. The LLC block may use the IEEE802.2standard and distinguish the IP diagram and WSM packet.

The access layer may correspond to OSI layer 1 (physical layer) andlayer 2 (data link layer). The access layer may use the PHY and MACtechnology of IEEE 802.11 and may additionally use the MAC technology ofIEEE 1609.4 to support vehicle communication.

The security entity and management entity may be operated, connectedover the entire period.

FIG. 6 illustrates a configuration of a V2X system of a vehicletransmitting driving information according to an embodiment of thepresent disclosure.

Referring to FIG. 6, a reporter may collect expected driving informationfor a vehicle after a current time through a maneuver collectionfunction and transmit the driving information to the coordinator.Hereinafter, the description of the entities described above will beomitted.

The Maneuver management application entity initially generates data tobe transmitted to another ITS-S and transmits the data to the facilitylayer. When the Maneuver Management Application Entity has an intendedmaneuver collection function of a vehicle, the Maneuver ManagementApplication Entity transmits an intended maneuver to the facility layer.Otherwise, the Maneuver Management Application Entity transmits basicinformation with no intended maneuver to the facility layer.

When the Maneuver Management Application entity includes a start controlfunction of a vehicle, a coordinated maneuver may be received from thefacility layer to which the coordinator originally transmits themaneuver. Next, based the coordinated maneuver thus received, the actualdriving (or maneuver) of the vehicle may be controlled.

The Maneuver Message Entity adds data to be transmitted to another ITS-Sto the received data of the application layer, configures data (e.g.,driving message) and transmits the configured message to the network andtransport layer. When the facility layer includes the intended maneuvercollection of vehicle, the facility layer adds data concerning anintended maneuver to a message and transmits the message to the networkand transport layer. Otherwise, basic information is added to themessage, which is then delivered to the network and transport layer.That is, the reporter may generate a message including drivinginformation on expected driving after a current time of the reporter anddeliver the message to the network and transport layer.

FIG. 7 illustrates a configuration of a V2X system of a coordinatoraccording to an embodiment of the present disclosure.

Referring to FIG. 7, a coordinator may generate driving information (ora coordinated maneuver) for optimized driving of each vehicle through anintended maneuver received from reporters and transmit the drivinginformation to each reporter. Hereinafter, the description of theentities described above will be omitted.

When the maneuver management application entity includes a maneuvercoordinator function, an intended maneuver may be received from thefacility layer in which a reporter basically transmits the maneuver.Next, the maneuver management application entity determines acoordinated maneuver of each reporter according to the received intendedmaneuver and transmits the coordinated maneuver to the facility in whichthe maneuver is to be transmitted to each reporter.

That is, based on maneuver information that is transmitted from eachreporter and is related to an anticipated driving operation after acurrent time of each reporter, the maneuver management applicationentity determines a coordinated maneuver (or vehicle driving managementinformation) for optimizing the driving of vehicles and transmits themaneuver to the facility layer.

When the facility layer includes a maneuver coordination function, themaneuver message entity may extract (or decode) an intended maneuverfrom a message that is received from the network and transport layer andis originally transmitted from a coordinator. Next, the intendedmaneuver may be given to the maneuver coordination entity, and acoordinated maneuver for each reporter may be received. The maneuvermessage entity may transmit the coordinated maneuver to the network andtransport layer in which the coordinated maneuver may be transmitted toa reporter. Otherwise, the maneuver message entity may receive andtransmit basic information of the network and transport layer withoutmaneuver information.

Based on intended maneuvers that are received, the maneuver coordinationentity may determine coordinated maneuvers for each reporter and beincluded in the application layer or the facility layer.

That is, based on driving information that is received from reporters, acoordinator may determine and generate vehicle driving information(coordinated maneuver) for managing a driving operation for eachreporter and include the information in a management message, therebytransmitting the information to each reporter.

FIG. 8 is a flowchart illustrating an example of a method fortransmitting driving information by a reporting vehicle according to anembodiment of the present disclosure.

Referring to FIG. 8, when the maneuver management application entity hasan intended maneuver collection function, the maneuver managementapplication entity may collect maneuver information and transmit anintended maneuver to a coordinator through the network and transportentity.

Specifically, when a reporter is turned on and, as described in FIG. 6,the maneuver management application entity has an intended maneuvercollection function, the maneuver management application entity collectsan intended maneuver.

That is, the maneuver management application entity collects a maneuver(e.g., an anticipated driving operation or maneuver information), whichis intended by a reporter after a current time, and transmits theintended maneuver thus collected to the maneuver message entity of thefacility layer (S8010).

As described in FIG. 6, the maneuver message entity generates a drivingmessage to be transmitted to a coordinator based on the intendedmaneuver (S8020) and transmits the generated driving message to thenetwork and transport layer (S8030). Herein, the generated drivingmessage may include an intended maneuver.

Next, the network and transport layer may transmit the driving messageto a coordinator via V2X (S8040). Herein, the driving message may betransmitted via broadcast, multicast or unicast.

Through such a method, a reporter may report its anticipated drivingoperation to a coordinator.

FIG. 9 is a flowchart illustrating another example of a method fortransmitting driving information by a reporting vehicle according to anembodiment of the present disclosure.

Referring to FIG. 9, when an intended maneuver collection function isincluded in the facility layer, the facility layer may collect maneuverinformation through the intended maneuver collection entity and transmitan intended maneuver to a coordinator through the network and transportentity.

Specifically, when a reporter is turned on and, as described in FIG. 6,the maneuver management application entity does not include the intendedmaneuver collection function, the maneuver management application entitytransmits an initiation message to the maneuver message entity of thefacility layer for notifying that a service is initiated (S9010).

When recognizing the initiation of service through the applicationlayer, the facility layer collects an intended maneuver through theintended maneuver collection entity.

That is, the maneuver management application entity collects a maneuver(e.g., an anticipated driving operation or maneuver information), whichis intended by a reporter after a current time, and transmits theintended maneuver thus collected to the maneuver message entity of thefacility layer (S9020).

As described in FIG. 6, the maneuver message entity generates a drivingmessage to be transmitted to a coordinator based on the intendedmaneuver (S9030) and transmits the generated driving message to thenetwork and transport layer (S9040). Herein, the generated drivingmessage may include an intended maneuver.

Next, the network and transport layer may transmit the driving messageto a coordinator via V2X (S9050). Herein, the driving message may betransmitted via broadcast, multicast or unicast.

Through such a method, a reporter may report its anticipated drivingoperation to a coordinator.

FIG. 10 is a flowchart illustrating an example of a method fortransmitting optimal driving information by a coordinator forcontrolling the driving of vehicles according to an embodiment of thepresent disclosure.

Referring to FIG. 10, a coordinator may recognize anticipated driving ofneighboring reporters based on an intended maneuver that is drivinginformation obtained from the reporters. Thus, the coordinator maycoordinate an optimal driving operation and transmit the operation toeach reporter, thereby controlling the operation of each reporter.

Specifically, after obtaining a driving message from each reporter viathe network and transport layer, the coordinator transmits a reportedmaneuver, that is, an intended maneuver of each reporter included in thedriving message to the maneuver message entity of the facility layer.

Next, the maneuver message entity of the facility layer transmits thedriving message including the maneuver message to the maneuvermanagement application entity of the application layer (S10010).

The maneuver management application entity may extract the reportedmaneuver from the driving message through a maneuver coordinationfunction and determine an optimal maneuver for each maneuver based onthe extracted reported maneuver of each reporter (S10020).

That is, based on anticipated driving information obtained from eachreporter, an optimal driving operation of each reporter may bedetermined, and driving management information associated with thedetermined driving operation may be transmitted to the maneuver messageentity of the facility layer.

In other words, the maneuver management application entity may determinevehicle driving management information for managing a driving operationof a reporter based on maneuver information via the maneuvercoordination function and transmit the vehicle driving managementinformation to the maneuver message entity.

The maneuver message entity may generate a message (management message)including a coordinated maneuver and transmit the generated managementmessage to the network and transport layer.

Next, the network and transport layer may transmit the managementmessage via V2X either to a plurality of reporters by using a broadcastmethod or to each of the plurality of reporters by using a multicastmethod or a unicast method (S10030).

FIG. 11 is a flowchart illustrating another example of a method fortransmitting optimal driving information by a coordinator forcontrolling the driving of vehicles according to an embodiment of thepresent disclosure.

Referring to FIG. 11, when the facility layer of a coordinator includesa maneuver coordination function, an operation of each reporter may becontrolled by coordinating an optimal driving operation in the facilitylayer and transmitting the operation to each reporter.

Specifically, after obtaining a driving message from each reporter viathe network and transport layer, the coordinator transmits a reportedmaneuver, that is, an intended maneuver of each reporter included in thedriving message to the maneuver message entity of the facility layer.

Next, the maneuver message entity of the facility layer transmits thedriving message including the maneuver message to the maneuvercoordination entity of the facility layer and the maneuver managementapplication entity of the application layer (S11010).

The maneuver coordination entity performing the maneuver coordinationfunction may extract the reported maneuver from the driving message anddetermine an optimal maneuver for each maneuver based on the extractedreported maneuver of each reporter (S11020).

That is, based on anticipated driving information obtained from eachreporter, an optimal driving operation of each reporter may bedetermined, and driving management information associated with thedetermined driving operation may be transmitted to the maneuver messageentity of the facility layer.

In other words, the maneuver coordination entity may determine vehicledriving management information for managing a driving operation of areporter based on maneuver information via the maneuver coordinationfunction and transmit the vehicle driving management information to themaneuver message entity (S11030).

Next, the maneuver message entity may transmit a coordinated maneuver tothe maneuver management application entity of the application layer inorder to confirm the coordinated maneuver (S11040). When the coordinatedmaneuver is confirmed by the maneuver management application entity, themaneuver message entity may receive the coordinated maneuver thusconfirmed from the maneuver management application entity (S11050).

The step S11040 and the step S11050 are selective steps and may not beimplemented.

The maneuver message entity may generate a message (management message)including the coordinated maneuver and transmit the generated managementmessage to the network and transport layer (S11060).

Next, the network and transport layer may transmit the managementmessage via V2X either to a plurality of reporters by using a broadcastmethod or to each of the plurality of reporters by using a multicastmethod or a unicast method (S11070).

FIG. 12 is a flowchart illustrating an example of a method for drivingin accordance with optimal driving information transmitted from acoordinator of a reporting vehicle according to an embodiment of thepresent disclosure.

Referring to FIG. 12, when obtaining a coordinated maneuver forcontrolling a driving operation of a reporter from a coordinator viaV2X, the reporter may update its maneuver and control the driving of avehicle according to the coordinated maneuver.

Specifically, through the method described in FIG. 11 and FIG. 12, thereporter may obtain a coordinated maneuver from a coordinator via amanagement message (S12010).

As the coordinated maneuver (or vehicle driving management information)is generated based on intended maneuvers obtained from reporters, thecoordinated maneuver may mean driving information that is coordinatedfor optimal driving of vehicles by the coordinator based on anticipatedoperations of vehicles after a current time.

The network and transport layer transmits an obtained management messageto the maneuver message entity of the facility layer, and the maneuvermessage entity extracts the coordinated maneuver included in themanagement message and deliver the coordinated maneuver to the maneuvermanagement application entity (512030).

The maneuver management application entity may update its intendedmaneuver based on the coordinated maneuver through a maneuver controlfunction and may control a vehicle (S12040).

That is, the application layer may modify its intended driving operationafter a current time based on the coordinated maneuver and control anoperation of a vehicle based on the modified driving operation.

Through such a method, an operation of a vehicle may be controlled sothat an optimal driving operation can be performed between vehicles.

FIG. 13 is a flowchart illustrating another example of a method fordriving in accordance with optimal driving information transmitted froma coordinator of a reporting vehicle according to an embodiment of thepresent disclosure.

First, since the step S13010 and the step S13020 are the same as thestep S12010 and the step 12020 of FIG. 12, their description will beskipped.

In the embodiment of FIG. 13, since the maneuver control entity withmaneuver control function is included in the facility layer, themaneuver message entity may extract a coordinated maneuver and deliverthe maneuver to the maneuver control entity and the maneuver managementapplication entity of the application layer (S13030).

Next, the maneuver management application entity confirms whether or notthe coordinated maneuver is valid and then transmits the coordinatedmaneuver thus confirmed to the maneuver control entity (S13040).

Through the maneuver control function, the maneuver control entity maycontrol a vehicle based on the coordinated maneuver that is confirmed(S13050).

That is, the maneuver control entity may control an operation of vehiclebased on a modified driving operation.

Hereinafter, a message format of each step described in FIGS. 8 to 13will be examined.

The intended maneuver (or anticipated driving information, maneuverinformation etc.) and the coordinated maneuver (or vehicle drivingmanagement information), which are described in FIGS. 8 to 13, maycomprise the following data elements and frames. Herein, the coordinatedmaneuver may indicate only “accept” or “reject” for the intendedmaneuver.

Table 1 below shows an example of category field of maneuver fordistinguishing an intended maneuver and a coordinated maneuver.

TABLE 1 Field Description Maneuver Category 0: reported intendedmaneuver 1: coordinated maneuver . . .

Through the category field of Table 1, a reporter and a coordinator maydetermine whether a transmitted maneuver is an intended maneuver or acoordinated maneuver.

Table 2 below shows an example of type field indicating a type ofmaneuver.

TABLE 2 Field Description Maneuver Type 0: forward driving without lanechange 1: backward driving without lane change 2: lane change to theleft 3: lane change to the right 4: overtake . . .

A type field indicates one maneuver type among predefined maneuvertypes. That is, a type may indicate a type of operations that areintended after the current time.

Table 3 below shows an example of classification of necessary maneuversfor single lane and lane change operations according to maneuver types.

TABLE 3 Field Description Maneuver List Can include one or more SingleLane Maneuver Segments and Lane Change Maneuver Segments. Single LaneManeuver Segment Lane ID Identification of a lane Position StartStarting position on the lane End Ending position on the lane TimeEarliest Earliest time in the geographical interval described byPosition Latest Latest time in the geographical interval described byPosition Heading Heading for the geographical interval described byPosition Speed Lowest Lowest speed for the geographical intervaldescribed by Position Highest Highest speed for the geographicalinterval described by Position Acceleration Lowest Lowest accelerationfor the geographical interval described by Position Highest Highestacceleration for the geographical interval described by Position LaneChange Maneuver Segment Lane ID Start Identification of the lane beforechanging lanes End Identification of the lane after changing lanesPosition Start Starting position on the lane specified by Lane ID::StartEnd Ending position on the lane specified by Lane ID::End Time EarliestEarliest time in the geographical area described by Position LatestLatest time in the geographical area described by Position HeadingHeading for the geographical area described by Position Speed LowestLowest speed for the geographical area described by Position HighestHighest speed for the geographical area described by PositionAcceleration Lowest Lowest acceleration for the geographical areadescribed by Position Highest Highest acceleration for the geographicalarea described by Position

In Table 3, the maneuver list field indicates one or more operations ofvehicle and information for the operations according to whether anoperation of a vehicle is driving on a single lane or an operation oflane change.

In Table 3, Lane ID may uniquely identify a specific lane of a specificroad. That is, a road, on which a current vehicle is running, will runor will change lanes, may be identified through Lane ID. Lane ID may bea single element or an element combined with road ID and lane IDassociated with the road ID.

FIG. 14 is a diagram illustrating an example of a road driving methodfor a vehicle through maneuver information according to an embodiment ofthe present disclosure.

(a) in FIG. 14 exemplifies parameters included in a maneuver list ofmaneuver information when a reporter vehicle runs on a single lane. (b)in FIG. 14 exemplifies parameters included in a maneuver list ofmaneuver information when the vehicle makes a lane change.

Specifically, a geographical interval of a single lane maneuver segmentmay be identified by means of a lane ID and a position. A vehicle may belocated on an identified lane within a geographical interval describedin a single lane maneuver segment.

A single lane maneuver segment may include limits on time, heading,speed and acceleration that a vehicle is supposed to satisfy within ageographical interval. That is, as illustrated in Table 3, when avehicle intends to keep running on a single lane after a current time, asingle lane maneuver segment of a maneuver list may include time for thevehicle to travel (from the earliest time to the latest time), position(start position and end position of travel), speed (lowest speed andhighest speed) and acceleration (lowest acceleration and highestacceleration).

The sub-elements of a single lane maneuver segment except a lane ID mayhave “UNBOUNDED” values. “UNBOUNDED” of Position:: Start may mean acurrent position of a vehicle. “UNBOUNDED” for Position:: End may meanthat a geographical interval is boundlessly long together with a lane aslong as a maneuver is not updated. When there is an “UNBOUNDED” value ineither Position:: Start or Position:: End, “Heading” should exist.Otherwise, “Heading” may not exist.

For a sub-element of time, speed or acceleration, “UNBOUNDED” means thatthere is no limitation associated with the sub-element. The absence ofan element may define another syntax that operates like theabove-described “UNBOUNDED” value.

For example, as illustrated in (a) of FIG. 14, when a vehicle intends totravel from the position A to the position B on a lane of which the IDis 1, the vehicle may include Lane ID=1, Position:: Start=Position A andPosition::End=B in maneuver information and transmit the information toa coordinator.

When a lane change is intended, a geographical area of a lane changemaneuver segment is identified by means of a lane ID and a position. Avehicle is permitted to be located on any one of identified lanes withina geographical area that is described by a lane change maneuver segment.That is, a lane change should be made in a geographical area. Limits ontime, heading, speed and acceleration, which a vehicle is supposed tosatisfy within a geographical area, may be included in a lane changemaneuver segment.

The sub-elements of a single lane maneuver segment except a lane ID mayhave “UNBOUNDED” values. “UNBOUNDED” of Position:: Start may mean acurrent position of a vehicle. “UNBOUNDED” for Position:: End may meanthat a geographical area is boundlessly long together with a lane aslong as a maneuver is not updated. When there is an “UNBOUNDED” value ineither Position:: Start or Position:: End, a heading should exist.

Otherwise, the heading may not exist. For a sub-element of time, speedor acceleration, “UNBOUNDED” means that there is no limitationassociated with the sub-element. The absence of an element may defineanother syntax that operates like the above-described “UNBOUNDED” value.

For example, as illustrated in (b) of FIG. 14, when a vehicle intends tomake a lane change between the position A of a lane, of which the ID is1, and the position B of another lane, of which the ID is 2, after acurrent time, the vehicle may include Lane ID=1, Lane ID=2, Position::Start=Position A, and Position::End=B in maneuver information andtransmit the information to a coordinator.

That is, the parameters shown in Table 4 below may be included in themaneuver information.

TABLE 4 Field Value Maneuver List Single Lane Maneuver Segment Lane ID 1Position Start A End B ~~~ Lane Change Maneuver Segment Lane ID Start 1End 2 Position Start B End E ~~~ Single Lane Maneuver Segment Lane ID 2Position Start E End UNBOUNDED ~~~

Table 5 below shows an example of classification of necessary maneuversfor single lane and lane change operations according to maneuver types.

TABLE 5 Field Description Maneuver List Can include one or more ManeuverSegments Maneuver Segment Maneuver Segment 0: Single Lane ManeuverSegment Type (MST) 1: Lane Change Maneuver Segment . . . Lane ID StartIf MST = 0, Identification of a lane. If MST = 1, Identification of thelane before changing lanes End If MST = 0, Not exist If MST = 1,Identification of the lane after changing lanes Position Start If MST =0, Starting position on the lane If MST = 1, Starting position on thelane specified by Lane ID::Start End If MST = 0, Ending position on thelane If MST = 1, Ending position on the lane specified by Lane ID::EndTime Earliest If MST = 0, Earliest time in the geographical intervaldescribed by Position If MST = 1, Earliest time in the geographical areadescribed by Position Latest If MST = 0, Latest time in the geographicalinterval described by Position If MST = 1, Latest time in thegeographical area described by Position Heading If MST = 0, Heading forthe geographical interval described by Position If MST = 1, Heading forthe geographical area described by Position Speed Lowest If MST = 0,Lowest speed for the geographical interval described by Position If MST= 1, Lowest speed for the geographical area described by PositionHighest If MST = 0, Highest speed for the geographical intervaldescribed by Position If MST = 1, Highest speed for the geographicalarea described by Position Acceleration Lowest If MST = 0, Lowestacceleration for the geographical interval described by Position If MST= 1, Lowest acceleration for the geographical area described by PositionHighest If MST = 0, Highest acceleration for the geographical intervaldescribed by Position If MST = 1, Highest acceleration for thegeographical area described by Position

In Table 5, a form of maneuver segment may include both a single lanemaneuver segment and a lane change maneuver segment that have anindicator of maneuver segment type.

Parameters for a single lane maneuver segment and a lane change maneuversegment may be applied according to a value of maneuver segment type.

Table 6 below exemplifies parameters included in maneuver informationaccording to Table

TABLE 6 Field Value Maneuver List Maneuver Segment Maneuver Segment Type0 Lane ID Start 1 Position Start A End B ~~~ Maneuver Segment ManeuverSegment Type 1 Lane ID Start 1 End 2 Position Start B End E ~~~ ManeuverSegment Maneuver Segment Type 0 Lane ID Start 2 Position Start E EndUNBOUNDED ~~~

FIG. 15 is a diagram illustrating another example of a road drivingmethod for a vehicle through maneuver information according to anembodiment of the present disclosure.

Referring to FIG. 15, when a vehicle runs only on a single lane after acurrent time or runs on another lane for at least a certain time aftermaking a lane change, the vehicle may include associated information inmaneuver information and transmit the maneuver information to acoordinator.

Table 7 below shows an example of classification of necessary maneuversfor a single lane operation according to maneuver types.

TABLE 7 Field Description Maneuver List Can include one or more SingleLane Maneuver Segments Single Lane Maneuver Segment Lane IDIdentification of a lane Position Start Starting position on the laneEnd Ending position on the lane Time Earliest Earliest time in thegeographical interval described by Position Latest Latest time in thegeographical interval described by Position Heading Heading for thegeographical interval described by Position Speed Lowest Lowest speedfor the geographical interval described by Position Highest Highestspeed for the geographical interval described by Position AccelerationLowest Lowest acceleration for the geographical interval described byPosition Highest Highest acceleration for the geographical intervaldescribed by Position

In the case of Table 7, a maneuver segment element may be applied in thesame manner as a lane change maneuver segment in two or more singlelanes.

For example, as illustrated in (a) of FIG. 15, maneuver segment elementsfor two lanes may be maneuver information, similarly as described in (b)of FIG. 14, including the following parameters: Lane ID=1, Position::Start=Position A, Position::End=Position B, Lane ID=2, Position::Start=Position C, and Position::End=Position D.

Table 8 below exemplifies parameters included in maneuver informationaccording to Table 7.

TABLE 8 Field Value Maneuver List Single Lane Maneuver Segment Lane ID 1Position Start A End C ~~~ Single Lane Maneuver Segment Lane ID 2Position Start D End UNBOUNDED ~~~

FIG. 16 is a diagram illustrating another example of maneuverinformation for the road driving of a vehicle according to an embodimentof the present disclosure.

Referring to FIG. 16, a vehicle may include driving information, whichis expected not for a short segment but for a long segment, in a drivingmessage and transmit the driving message to a coordinator.

Table 9 and Table 10 below exemplify parameters of fields included inmaneuver information associated with driving a long segment.

TABLE 9 Field Description Long Term Can include one or more ManeuverList Road Maneuver Segments Road Maneuver Segment Entrance IDIdentification of an entrance to a road described by Road ID Road IDIdentification of a road Position Start Starting position on the roadEnd Ending position on the road Time Earliest Earliest time in thegeographical interval described by Position Latest Latest time in thegeographical interval described by Position Heading Heading for thegeographical interval described by Position Speed Lowest Lowest speedfor the geographical interval described by Position Highest Highestspeed for the geographical interval described by Position AccelerationLowest Lowest acceleration for the geographical interval described byPosition Highest Highest acceleration for the geographical intervaldescribed by Position Exit ID Identification of an exit from a roaddescribed by Road ID

TABLE 10 Field Description Long Term Can include one or more RoadManeuver List Maneuver Segments Road Maneuver Segment Entrance IDIdentification of an entrance to a road described by Road ID Road IDIdentification of a road Position Start Starting position on the roadEnd Ending position on the road Time Earliest Earliest time in thegeographical interval described by Position Latest Latest time in thegeographical interval described by Position Heading Minimum Minimumheading value for the geographical interval described by PositionMaximum Maximum heading value for the geographical interval described byPosition Speed Lowest Lowest speed for the geographical intervaldescribed by Position Highest Highest speed for the geographicalinterval described by Position Acceleration Lowest Lowest accelerationfor the geographical interval described by Position Highest Highestacceleration for the geographical interval described by Position Exit IDIdentification of an exit from a road described by Road ID

According to Table 9 and Table 10, expected driving information for along segment may not include detailed parameters for a specific lane,and an element of “Heading” may deal with a range instead of a specificvalue.

For example, as illustrated in FIG. 16, when a vehicle moves from theposition A to the position B, turns to the segment with Road ID=3 andthen comes to the position C, the parameters included in maneuverinformation may be as shown in Table 11.

TABLE 11 Long Term Maneuver List Road Maneuver Segment Road ID 1Position Start A End B ~~~ Exit ID 31A Road Maneuver Segment Entrance ID31A Road ID 3 Position Start B End C ~~~ Exit ID 32C Road ManeuverSegment Entrance ID 32C Road ID 2 Position Start C End UNBOUND ~~~

FIG. 17 is a diagram illustrating an example of a method for configuringtwo-dimensional or three-dimensional maneuver information according toan embodiment of the present disclosure.

(a) in FIG. 17 exemplifies parameters included in coordinated maneuverinformation of a coordinator based on a two-dimensional maneuver, and(b) in FIG. 17 exemplifies parameters included in coordinated maneuverinformation applicable to three dimensions, when three-dimensionalinformation is required as in an airplane or a drone.

Table 12 below exemplifies each field and parameters of a managementmessage that the above-described coordinator transmits to control adriving operation of each reporter for an optimal driving operationbased on an intended maneuver transmitted from each reporter.

TABLE 12 Field Description Maneuver List Can include one or moreStraight Maneuver Segments Straight Maneuver Segment Starting CoordinateCoordinate of the starting position. It consists of the longitude,latitude, and altitude. Ending Coordinate Coordinate of the endingposition. It consists of the longitude, latitude, and altitude. RadiusRadius based on the straight line from the Starting Coordinate andEnding Coordinate Time Earliest Earliest time in the geographicalinterval described by Starting Coordinate, Ending Coordinate, andRadius. Latest Latest time in the geographical interval described byStarting Coordinate, Ending Coordinate, and Radius. Heading Heading forthe geographical interval described by Starting Coordinate, EndingCoordinate, and Radius. Speed Lowest Lowest speed for the geographicalinterval described by Starting Coordinate, Ending Center Coordinate, andRadius. Highest Highest speed for the geographical interval described byStarting Coordinate, Ending Coordinate, and Radius. Acceleration LowestLowest acceleration for the geographical interval described by StartingCoordinate, Ending Coordinate, and Radius. Highest Highest accelerationfor the geographical interval described by Starting Coordinate, EndingCoordinate, and Radius.

Based on intended maneuvers transmitted from reporters, a coordinatormay generate a coordinated maneuver for an optimal driving operation andtransmit the coordinated maneuver to each reporter, thereby enablingeach reporter to perform an efficient driving operation.

For example, as illustrated in (a) of FIG. 17, a coordinator maytransmit a management message to a reporter. The management message mayinclude the following parameters: a starting coordinate that is a startpoint of driving on a single lane, an ending coordinate in which drivingends, and a radius field.

Alternatively, as illustrated in (b) of FIG. 17, when three-dimensionalmaneuver information is required as in an airplane or a drone,three-dimensional information may be generated based on an intendedmaneuver and be transmitted to each reporter.

FIG. 18 is a diagram illustrating an example of a method for configuringmaneuver information for a curved road according to an embodiment of thepresent disclosure.

Referring to FIG. 18, when a reporter or a coordinator wants to includeinformation on a lane with a curve, the reporter or the coordinator maytransmit the information by constructing the curve by straight segments,as illustrated in (a) of FIG. 18, or by including a start point, aradius, a center position and an end position in maneuver information ordriving management information, as illustrated in (b) of FIG. 18.

Table 13 below shows an example of field format of maneuver informationand/or driving management information for a lane including a curve.

TABLE 13 Field Description Maneuver List Can include one or more CurvedManeuver Segments Curved Maneuver Segment Starting Coordinate Coordinateof the starting position. It consists of the longitude, latitude, andaltitude. Ending Coordinate Coordinate of the ending position. Itconsists of the longitude, latitude, and altitude. Radius Radius basedon the straight line from the Starting Coordinate and Ending CoordinateCenter Coordinate Coordinate of the center position of the curved pathhaving the two positions described by Starting Coordinate and EndingCoordinate. It consists of the longitude, latitude, and altitude. TimeEarliest Earliest time in the geographical interval described byStarting Coordinate, Ending Coordinate, and Radius. Latest Latest timein the geographical interval described by Starting Coordinate, EndingCoordinate, and Radius. Heading Heading for the geographical intervaldescribed by Starting Coordinate, Ending Coordinate, and Radius. It canbe a simple indication of clockwise or counter-clockwise. Speed LowestLowest speed for the geographical interval described by StartingCoordinate, Ending Center Coordinate, and Radius. Highest Highest speedfor the geographical interval described by Starting Coordinate, EndingCoordinate, and Radius. Acceleration Lowest Lowest acceleration for thegeographical interval described by Starting Coordinate, EndingCoordinate, and Radius. Highest Highest acceleration for thegeographical interval described by Starting Coordinate, EndingCoordinate, and Radius.

Also, the following information and/or message may be additionallyrequired for a coordinator to control driving of each reporter through acoordinated maneuver based on maneuver information transmitted fromreporters.

The following additional information may be included in vehicle drivingmanagement information of a management message.

Priority

Priority information indicates priority values among reporters. Areporter with a higher priority value may respond to a coordinatedmaneuver. When there is a conflict with a reported maneuver, thereporter may have a shorter delay or waiting time than a reporter with alower priority value.

Table 14 below shows an example of assigning priority values.

TABLE 14 Priority value Description 0 Emergency vehicle (e.g., firetruck, ambulance, . . . ) 1 Public transportation (e.g., Bus) 2 Vehiclewith a disabled person on board . . . . . .

Based on the above priority, priority of waiting time or operations maybe set among reporters.

For example, as shown in Table 14, when priority is determined in theorder of emergency vehicle, public transportation and vehicle with adisabled person on board, the emergency vehicle may have a shorterwaiting time than other vehicles or perform a driving operation beforeother vehicles.

FIG. 19 is a diagram exemplifying a method in which a coordinatorcontrols the driving of a vehicle based on the vehicle state accordingto an embodiment of the present disclosure.

Referring to FIG. 19, according to an urgency or driving condition thatreporters include in an intended maneuver, a driving order of reportervehicles may be determined.

Specifically, as illustrated in FIG. 19, the reporter A intends to keeprunning on a single lane, and the reporter B intends to make a lanechange into the lane on which the reporter A intends to keep running.

In this case, the reporter A and the reporter B transmit continuoussingle lane driving information and lane change information, both ofwhich are intended maneuver information and are described in FIG. 14 andFIG. 15 respectively, to RSU that is a coordinator.

Herein, maneuvers that are transmitted by the reporter A and thereporter B respectively include information indicating urgency levels ofthe reporters or information indicating driving conditions.

When the coordinator determines that the reporter A should run beforethe reporter B based on the intended maneuvers transmitted from thereporter A and the reporter B, the coordinator coordinates the maneuversso that the reporter A can run before the reporter B and then transmitsthe coordinated maneuvers to the reporter A and the reporter B.

For example, when the reporter A has higher urgency or a worse drivingcondition than the reporter B, the coordinator may coordinate maneuverinformation so that the reporter A can run before the reporter B.

When the reporter A and the reporter B receives a coordinated maneuverfrom the coordinator through a vehicle driving management message, thereporter A may run first according to the coordinated maneuver and thenthe reporter B may make a lane change into the lane of the reporter A.

Urgency information and driving condition information may be as follows.

Urgency

Urgency information shows how urgent a reported maneuver should beconsidered. When there is a conflict of maneuver between reporters (forexample, when driving operations likely to cause a collision areintended by maneuvers), a reporter reporting a maneuver with higherurgency may receive a shorter delay or a shorter waiting time as aresponse from a coordinator than a reporter reporting a maneuver withlower urgency.

Urgency may be quantified as follows.

-   -   Reciprocal of a maximum distance that a maneuver reporter can        run on a current lane or road.    -   A time left until a reporter reporting a maneuver is supposed to        make a lane from a current lane or to move into another road.

Driving Condition

Driving condition information is information indicating a drivercondition of a reporter reporting a maneuver. When intended maneuversreported by reporters conflict with each other, a coordinate maneuverdemanding more elaborate driving may be transmitted to a reporter drivenby a driver with better driving condition rather than to a reporterdriven by a driver with worse driving condition.

For example, since a reporter driven by a driver with normal conditionmay perform more elaborate driving than a reporter driven by a sleepydriver, when a lane change or continuous driving on a same lane isintended, the reporter driven by the driver with normal condition mayrun later than the reporter driven by the sleepy driver.

Table 15 below shows examples of driving condition values.

TABLE 15 Driving Condition value Description 0 unconscious 1 sleepy ordrowsy 2 sick 3 normal . . . . . .

In Table 15, the lower the driving condition value, the worse thedriver's condition. A maneuver may be coordinated by RSU, that is, acoordinator so that a reporter with a low driving condition value canperform expected driving ahead of another reporter with a high drivingcondition value.

When receiving a maneuver that is coordinated by a coordinator,reporters may perform driving according to the coordinated maneuver.

FIG. 20 is a diagram illustrating an example of a method for controllinga vehicle according to the driving skill of a vehicle in accordance withan embodiment of the present disclosure.

Referring to FIG. 20, maneuvers may be coordinated according to adriving skill-level included in intended maneuver information, andreporters' driving may be controlled according to a coordinatedmaneuver.

Specifically, as illustrated in FIG. 20, when the reporter B has to makea lane change, the speeds of reporters running on a lane, into which thereporter B is supposed to move, may be slowed so that the reporter B canmake a lane change.

Driving Skill-Level

Driving skill-level information indicates driving skill-levels ofreporters reporting maneuvers or the users of the reporters. When thereis a conflict of maneuver between reporters (e.g., when drivingoperations likely to cause a collision are intended by maneuvers), areporter reporting a higher driving skill-level may perform an operationrequiring a more elaborate maneuver skill than a reporter reporting alower driving skill-level.

Table 16 below shows examples of driving skill-levels.

TABLE 16 Driving Skill- level value Description 0 Novice (e.g., Periodof driving experience is less than 1 year. Or the number of committedtraffic accidents is more than 10 per year.) 1 Intermediate (e.g.,Period of driving experience is more than 1 year and less than 5 years.Or the number of committed traffic accidents is less than 10 and morethan 5 per year.) 2 Advanced (e.g., Period of driving experience is morethan 5 years. Or the number of committed traffic accidents is less than5 per year.) . . . . . .

Auto-Driving Level

Auto-driving level information indicates a driving automation level of areporter reporting a maneuver. When there is a conflict of maneuverbetween reporters, a reporter reporting a higher value of automationlevel may receive a coordinated maneuver requiring more automateddriving skills than a reporter reporting a lower value of automationlevel.

Table 17 below shows examples of auto-driving levels.

TABLE 17 Auto-driving level Description 0 No driving automation 1 Driverassistance 2 Partial driving automation 3 Conditional driving automation4 High driving automation 5 Full driving automation

Supported Safety Applications

Supported safety application information indicates a type of V2X safetyapplications supported by a reporter reporting a maneuver. A coordinatedmaneuver may be determined based on a supported V2X safety application.Table 18 below shows examples of supported safety applications.

TABLE 18 Supported safety applications Description 0 Emergency vehiclewarning 1 Slow vehicle indication 2 Intersection collision warning 3Motorcycle approaching indication 4 Emergency electronic brake lights 5Wrong way driving warning 6 Stationary vehicle-accident 7 Stationaryvehicle-vehicle problem 8 Traffic condition warning 9 Signal violationwarning 10 Roadwork warning 11 Collision risk warning 12 Enhanced routeguidance and navigation 13 Limited access warning and detournotification 14 Fleet management 15 Loading zone management . . . . . .

Waiting Time

FIG. 21 is a diagram illustrating an example of a method for controllinga driving operation of a vehicle according to an embodiment of thepresent disclosure.

Referring to FIG. 21, a reporter may stop running, wait and then startrunning again based on a waiting time included in intended maneuverinformation or coordinated maneuver information.

Waiting time information mean a time in which reporters reportingintended maneuvers should wait at a cross or roundabout or in a placewhere several roads meet.

A reporter with a short waiting time may perform a driving operationahead of a reporter with a long waiting time. However, when a reporterwith a long waiting time has a higher priority value than a reporterwith a short waiting time, the driving order may be determined based onthe priority order.

For example, as illustrated in FIG. 21, when the reporter A has ashorter waiting time included in a coordinated maneuver than thereporter B, the reporter A may perform driving ahead of the reporter Bat a cross or roundabout.

Queue Length

FIG. 22 is a diagram illustrating another example of a method forcontrolling a driving operation of a vehicle according to an embodimentof the present disclosure.

Referring to FIG. 22, a reporter may stop running, wait and then startrunning again based on a queue length included in intended maneuverinformation or coordinated maneuver information.

Specifically, indicating a queue length on a road, queue lengthinformation may mean a queue length on a lane or road where a reporterreporting a maneuver is running. When intended maneuvers reported byreporters conflict with each other, based on queue length information, areporter reporting a maneuver of a lane or road having a longer queuemay perform driving ahead of a reporter reporting a maneuver of a laneor road having a shorter queue.

That is, as illustrated in FIG. 22, based on intended maneuvers reportedby the reporter A and the reporter B, a coordinator may determine thequeue length of each lane. When the coordinator determine that the roadof the reporter A has a longer queue, the coordinator may transmitvehicle driving management information including a coordinated maneuverto the reporter A and the reporter B. Thus, the coordinator may performcontrol so that the reporter A can run ahead of the reporter B.

Table 19 below shows examples of message formats including each piece ofinformation that is described above.

TABLE 19 Field Description Supplement Message Priority Priority of theManeuver Reporter. Integer (0 . . . 255) Urgency Reciprocal value of themaximum distance which a Maneuver Reporter can keep the current lane orroad. Or, remaining time until a Maneuver Reporter should change itscurrent lane or road. Integer (0 . . . 255) in second Driving SkillLevel Driving Skill Level of the driver of the Maneuver Reporter.Integer (0 . . . 255) Driver Condition Condition of the driver of theManeuver Reporter. Integer (0 . . . 255) Auto-Driving Level Level ofdriving automation of the Maneuver Reporter. Integer (0 . . . 255)Supported Safety V2X safety applications supported Applications by theManeuver Reporter. Enumerated (0 . . . 255) Waiting Time Time durationwhich the Maneuver Reporter has been waiting for its turn. Integer (0 .. . 255) in second Queue Length Length of queue of the lane or road inwhich the Maneuver Reporter is driving. Integer (0 . . . 255)

A message element of Table 19 may be included in a maneuver reportmessage (or driving message) together with a description of an intendedmaneuver but is not necessarily included in a maneuver coordinationmessage (or management message).

FIG. 23 is a diagram illustrating yet another example of a method forcontrolling a driving operation of a vehicle according to an embodimentof the present disclosure.

(a) in FIG. 23 exemplifies a lane change case in which a hazardoussituation occurs, and (b) in FIG. 23 exemplifies a lane change case inwhich a plurality of vehicles is running on a single lane.

(c) in FIG. 23 illustrates a case in which overtaking a vehicle isattempted.

In the case of (a) of FIG. 23, the vehicle A has a plan of keeping thecurrent lane for a while, and the vehicle B intends to make a lanechange into the left lane. In this case, the vehicle A and the vehicle Binclude maneuver information, that is, their intended and expecteddriving information after the current time, in a driving messagedescribed in FIGS. 8 to 22 and transmit the message to ITS-S, that is, acoordinator through broadcasting, multicasting and unicasting.

Based on the driving information collected from the vehicles, thecoordinator ITS-S determines and coordinates an optimal maneuver andtransmits the coordinated maneuver to each vehicle.

Herein, the coordinator ITS-S may be the vehicle A, the vehicle B, thevehicle C or RSU.

When receiving the optimal coordinated maneuver from the coordinator,the vehicle A and the vehicle B may perform driving according to thecoordinated maneuver.

In the case of (b) of FIG. 23, one or more vehicles (that is, a group ofvehicles) have a plan of keeping their current lane (that is, Lane #1)for a while, and the vehicle B intends to do a lane change into the leftlane and to be merged into the vehicle group.

In this case, the vehicle group on Lane #1 and the vehicle B transmit anintended maneuver described in FIGS. 8 to 22 to the coordinator ITS-Sthrough a driving message by using a broadcasting method, a multicastingmethod or a unicasting method.

The coordinator ITS-S may be the vehicle B, the vehicle C, RSU or one inthe vehicle group. The intended maneuver transmitted by the vehicle Band the vehicle group may be collected by the coordinator.

ITS-S may determine an optimal maneuver for the vehicle group and thevehicle B based on the collected maneuvers and transmit the determinedmaneuver to the vehicle B and the vehicle group through a managementmessage. Thus, ITS-S may control the vehicles so that the vehicle B canmake a lane change into the vehicle group.

This case is an example in which the vehicle B makes a lane change intothe vehicle group. This case may be a special case of lane change.

In the case of (c) of FIG. 23, the vehicle A has a plan of keep thecurrent lane at the current speed, and the vehicle B on the same lanehas a plan of running faster on the lane. Alternatively, the vehicle Bhas a plan of overtaking the vehicle A and running faster than thevehicle A.

In this case, the vehicle A and the vehicle B transmit an intendedmaneuver described in FIGS. 8 to 22 to the coordinator ITS-S through adriving message by using a broadcasting method, a multicasting method ora unicasting method.

The coordinator ITS-S may be one of the vehicle A, the vehicle B, thevehicle C and RSU. The intended maneuver transmitted by the vehicle Aand the vehicle B may be collected by the coordinator.

ITS-S may determine an optimal maneuver for the vehicle A and thevehicle B based on the collected maneuvers and transmit the determinedmaneuver to the vehicle A and the vehicle B through a managementmessage. Thus, ITS-S may control the vehicles so that the vehicle B canovertake the vehicle A.

FIG. 24 illustrates a V2X communication device according to anembodiment of the present disclosure.

FIG. 24 illustrates a block diagram of a V2X communication deviceaccording to an embodiment of the present disclosure, wherein the hybridV2X communication device may be referred to as a V2X communicationdevice.

In FIG. 24, the V2X communication device 24000 may include acommunication unit 24010, a processor 24020, and a memory 24030. Asdescribed above, the V2X communication device may be an OBU (On BoardUnit) or an RSU (Road Side Unit), or may be included in an OBU or anRSU. The V2X communication device may be included in an ITS station ormay correspond to the ITS station.

The communication unit 24010 may be connected to the processor 24020 totransmit/receive wireless signals or wired signals. The communicationunit 24010 may upconvert the data received from the processor 24020 to atransmission/reception band and transmit a signal. The communicationunit may implement an operation of an access layer. In one embodiment,the communication unit may implement an operation of a physical layerincluded in the access layer, or may further implement an operation of aMAC layer. The communication unit may include a plurality ofsubcommunication units for communicating in accordance with a pluralityof communication protocols.

The processor 24020 may be coupled to the communication unit 24010 andimplement the operation of the layers according to the ITS system or theWAVE system. The processor 24020 may be so configured to performoperations according to the foregoing drawings and description invarious embodiments of the present disclosure. Also, at least one of amodule, data, a program or software that implement the operation of theV2X communication device 24000 according to various embodiments of thepresent disclosure described above may be stored in the memory 24030 andbe executed by the processor 24020.

The memory 24030 is connected to the processor 24020 and stores variousdata/information for driving the processor 24020. The memory 24030 maybe included within the processor 24020 or may be installed outside theprocessor 24020 and be coupled to the processor 24020 by a known means.The memory may include a secure/non-secure storage device, or may beincluded in a secure/non-secure storage device. According to anembodiment, the memory may be referred to as a secure/non-secure storagedevice.

A specific configuration of the V2X communication device 24000 of FIG.24 may be implemented such that the foregoing various embodiments of thepresent disclosure are applied independently or two or more of theembodiments are applied together.

In an embodiment of the present disclosure, the communication unit mayinclude at least two transceivers. The communication unit may comprise atransceiver for performing communication according to the WLAN V2Xcommunication protocol based on Institute of Electrical and ElectronicsEngineers (IEEE) 802.11 and a transceiver for performing communicationaccording to a cellular V2X communication protocol based on LTE/E-UTRA(Evolved Universal Terrestrial Access) of 3GPP (3rd GenerationPartnership Project) or 5G NR (New Radio). A transceiver thatcommunicates in accordance with the WLAN V2X communication protocol,such as ITS-G5, may be referred to as a WLAN transceiver. A transceiverthat communicates in accordance with a cellular communication protocolsuch as NR may be referred to as a cellular transceiver.

FIG. 25 exemplifies a method for transmitting a message for vehicledriving management according to an embodiment of the present disclosure.

Specifically, a reporter generates a driving message to report themaneuver information of the reporting vehicle to a coordinator vehicle(S25010).

Herein, as described in FIG. 6, the driving message may be generated bycollecting maneuver information associated with an intended drivingoperation after a current time of the reporter by each layer of thereporter. That is, the driving message may include the maneuverinformation associated with expected driving that is intended after thecurrent time of the vehicle.

In addition, the maneuver information may include parameter values fornotifying an intended driving operation of the reporter as described inFIGS. 14 to 23.

Next, the reporter receives a management message, as a response to thedriving message, including vehicle driving management information formanaging the driving operation of the reporting vehicle based onmaneuver information (S25020).

Herein, the management message may include parameter values forcontrolling the driving of reporters described in FIGS. 14 to 23 andalso include driving management information, that is, an optimalcoordinated maneuver that is determined by extracting and collectingmaneuvers of reporters by each layer of a coordinator, as described inFIG. 7.

Next, as described in FIGS. 8 to 23, a reporter may update an intendedmaneuver and perform a driving operation suitable to each situationaccording to the coordinated maneuver.

<Artificial Intelligence (AI))>

Artificial intelligence refers to the field of researching artificialintelligence or methodologies to create it, and machine learning refersto the field of researching methodologies to define and solve variousproblems dealt with in the field of artificial intelligence. Machinelearning is also defined as an algorithm that improves the performancefor a task through continuous experience associated with the task.

An artificial neural network (ANN) is a model used in machine learning,and may generally refer to a model with problem-solving capabilities,composed of artificial neurons (nodes) that form a network by combiningsynapses. The artificial neural network may be defined by a connectionpattern between neurons of different layers, a learning process forupdating model parameters, and an activation function for generating anoutput value.

The artificial neural network may include an input layer, an outputlayer, and optionally one or more hidden layers. Each layer includes oneor more neurons, and the artificial neural network may include neuronsand synapses connecting neurons. In an artificial neural network, eachneuron may output function values of an activation function for inputsignals, weights, and biases that are input through synapses.

Model parameters refer to parameters determined through learning, andinclude weights of synaptic connections and biases of neurons. Inaddition, hyperparameters refer to parameters that must be set beforelearning in a machine learning algorithm, and include a learning rate,iteration count, mini-batch size, and initialization function.

The purpose of learning in an artificial neural network may beconsidered as determining a model parameter that minimizes a lossfunction. A loss function may be used as an index to determine anoptimal model parameter in the learning process of an artificial neuralnetwork.

Machine learning may be classified into supervised learning,unsupervised learning and reinforcement learning according to thelearning method.

Supervised learning refers to a method of training an artificial neuralnetwork when a label for training data is given, and a label may mean acorrect answer (or result value) that the artificial neural networkshould infer when training data are input into the artificial neuralnetwork. Unsupervised learning may refer to a method of training anartificial neural network in a state where a label for training data isnot given. Reinforcement learning may mean a learning method in which anagent defined in a certain environment learns to select an action oraction sequence that maximizes the cumulative reward in each state.

Among artificial neural networks, machine learning implemented as a deepneural network (DNN) including a plurality of hidden layers is sometimesreferred to as deep learning. The deep learning is a part of machinelearning. Hereinafter, machine learning is used in the sense includingdeep learning.

<Robot>

A robot may refer to a machine that automatically processes or operatesa task given by its own capabilities. In particular, a robot having afunction of recognizing the environment and performing an operationbased on its own determination may be referred to as an intelligentrobot.

Robots may be classified into industrial robots, medical robots,household robots, and military robots, depending on the purpose or fieldof use.

The robot may be provided with a driving unit including an actuator or amotor to perform various physical operations such as moving a robotjoint. In addition, a movable robot may include a wheel, a brake, apropeller, etc. in a driving unit, and may travel on the ground or flyin the air through the driving unit.

<Self-Driving or Autonomous-Driving>

Autonomous driving refers to self-driving technology, and autonomousdriving vehicle refers to a vehicle that is driven without a user'smanipulation or with a user's minimal manipulation.

For example, the autonomous driving may include all the followingtechnologies: maintaining a driving lane, automatically adjusting thespeed (e.g., adaptive cruise control), automatically driving along aspecified route, and automatically setting a route when a destination isset.

The term “vehicle” may encompass not only all types of automobiles suchas a vehicle having only an internal combustion engine, a hybrid vehicleequipped with both an internal combustion engine and an electric motor,and an electric vehicle having an electric motor alone but also trainsand motorcycles.

Herein, the autonomous vehicle may be viewed as a robot having anautonomous driving function.

<eXtended Reality (XR)>

The extended reality collectively refers to Virtual Reality (VR),Augmented Reality (AR), and Mixed Reality (MR). VR technology providesonly CG images of real-world objects or backgrounds, AR technologyprovides virtually created CG images on top of real object images, andMR technology is a computer graphic technology of mixing and combiningvirtual objects with the real world.

MR technology is similar to AR technology in that it shows real objectsand virtual objects together. However, in AR technology, virtual objectsare used to complement real objects, whereas in MR technology, virtualobjects and real objects are used with equal characteristics.

XR technology may be applied to HMD (Head-Mount Display), HUD (Head-UpDisplay), mobile phones, tablet PCs, laptops, desktops, TVs, digitalsignage, etc. Devices to which XR technology is applied may be referredto as XR devices.

FIG. 26 shows an AI device 100 according to an embodiment of the presentdisclosure.

The AI device 100 may be implemented by the following fixed devices ormobile devices: a TV, a projector, a mobile phone, a smartphone, adesktop computer, a laptop computer, a digital broadcasting terminal, apersonal digital assistant (PDA), a portable multimedia player (PMP), anavigation system, a tablet PC, a wearable device, a set-top box (STB),a DMB receiver, a radio, a washing machine, a refrigerator, a digitalsignage, a robot, a vehicle, and the like.

Referring to FIG. 26, the terminal 100 may include a communication unit110, an input unit 120, a learning processor 130, a sensing unit 140, anoutput unit 150, a memory 170, and a processor 180.

The communication unit 110 may transmit and receive data with externaldevices such as other AI devices 100 a to 100 e or the AI server 200using wired/wireless communication technology. For example, thecommunication unit 110 may transmit and receive sensor information, auser input, a learning model, and a control signal external device.

Herein, the communication technologies used by the communication unit110 include Global System for Mobile communication (GSM), Code DivisionMulti Access (CDMA), Long Term Evolution (LTE), 5G, Wireless LAN (WLAN),Wireless-Fidelity (Wi-Fi), Bluetooth™ Radio Frequency Identification(RFID), Infrared Data Association (IrDA), ZigBee, and Near FieldCommunication (NFC).

The input unit 120 may obtain various types of data.

Herein, the input unit 120 may include a camera for inputting an imagesignal, a microphone for receiving an audio signal, and a user inputunit for receiving information from a user. Herein, by treating a cameraor a microphone as a sensor, a signal obtained from the camera or themicrophone may be referred to as sensing data or sensor information.

The input unit 120 may obtain training data for model training and inputdata to be used when obtaining an output by using the training model.The input unit 120 may obtain unprocessed input data. In this case, theprocessor 180 or the learning processor 130 may extract an input featureas a preprocess for the input data.

The learning processor 130 may train a model composed of an artificialneural network using the training data. Here, the learned artificialneural network may be referred to as a learning model. The learningmodel may be used to infer a result value for new input data other thanthe training data, and the inferred value may be used as a basis for adecision to perform a certain operation.

In this case, the learning processor 130 may perform AI processingtogether with the learning processor 240 of the AI server 200.

In this case, the learning processor 130 may include a memory integratedor implemented in the AI device 100. Alternatively, the learningprocessor 130 may be implemented using the memory 170, an externalmemory directly coupled to the AI device 100, or a memory maintained inan external device.

The sensing unit 140 may obtain at least one of internal information ofthe AI device 100, information on the surrounding environment of the AIdevice 100, and user information by using various sensors.

Herein, the sensors included in the sensing unit 140 include a proximitysensor, an illuminance sensor, an acceleration sensor, a magneticsensor, a gyro sensor, an inertial sensor, an RGB sensor, an IR sensor,a fingerprint recognition sensor, an ultrasonic sensor, an opticalsensor, a microphone, a lidar, a radar, etc.

The output unit 150 may generate output related to sight, hearing ortouch.

Herein, the output unit 150 may include a display unit for outputtingvisual information, a speaker for outputting auditory information, and ahaptic module for outputting tactile information.

The memory 170 may store data supporting various functions of the AIdevice 100. For example, the memory 170 may store input data, trainingdata, a learning model, and a learning history obtained from the inputunit 120.

The processor 180 may determine at least one executable operation of theAI device 100 based on information determined or generated using a dataanalysis algorithm or a machine learning algorithm. Further, theprocessor 180 may perform the determined operation by controlling thecomponents of the AI device 100.

To this end, the processor 180 may request, search, receive, or utilizedata from the learning processor 130 or the memory 170 and control thecomponents of the AI device 100 to perform a predicted or desirableoperation among the at least one executable operation and the like.

In this case, when connection of an external device is required toperform the determined operation, the processor 180 may generate acontrol signal for controlling the external device and transmit thegenerated control signal to the external device.

The processor 180 may obtain intention information for a user input, anddetermine a user's requirement based on the obtained intentioninformation.

Herein, the processor 180 may obtain intention information correspondingto the user input by using at least one of a Speech To Text (STT) enginefor converting a speech input into a character string and a NaturalLanguage Processing (NLP) engine for obtaining intention information ofa natural language.

Herein, at least one or more of the STT engine and the NLP engine may atleast partially comprise an artificial neural network that is trainedaccording to a machine learning algorithm. In addition, at least one ofthe STT engine and the NLP engine is learned by the learning processor130, learned by the learning processor 240 of the AI server 200, orlearned by distributed processing thereof.

The processor 180 may collect history information including userfeedback on the operation content or operation of the AI device 100 andstore the information in the memory 170 or the learning processor 130 ortransmit the information to an external device like the AI server 200.The collected history information may be used to update the learningmodel.

The processor 180 may control at least some of the components of the AIdevice 100 to drive an application program stored in the memory 170.Furthermore, the processor 180 may operate by combining two or more ofthe components included in the AI device 100 to drive the applicationprogram.

FIG. 27 shows an AI device 200 according to an embodiment of the presentdisclosure.

Referring to FIG. 27, the AI server 200 may refer to a device thattrains an artificial neural network using a machine learning algorithmor uses the learned artificial neural network. Herein, the AI server 200may be composed of a plurality of servers to perform distributedprocessing or may be defined as a 5G network. Herein, the AI server 200may be included as a part of the AI device 100 to perform at least partof AI processing together.

The AI server 200 may include a communication unit 210, a memory 230, alearning processor 240, and a processor 260.

The communication unit 210 may transmit and receive data with anexternal device such as the AI device 100.

The memory 230 may include a model storage unit 231. The model storageunit 231 may store a model (or artificial neural network, 231 a) beingtrained or trained through the learning processor 240.

The learning processor 240 may train the artificial neural network 231 ausing the training data. The learning model may be used by being mountedon the AI server 200 of the artificial neural network or may be used bybeing mounted on an external device such as the AI device 100.

The learning model may be implemented in hardware, software, or acombination of hardware and software. When a part or all of the learningmodel is implemented in software, one or more instructions constitutingthe learning model may be stored in the memory 230.

The processor 260 may infer a result value for new input data using thelearning model and generate a response or a control command based on theinferred result value.

FIG. 28 shows an AI system 1 according to an embodiment of the presentdisclosure.

Referring to FIG. 28, in the external device AI system 1, at least oneof an AI server 200, a robot 100 a, an autonomous vehicle 100 b, an XRdevice 100 c, a smartphone 100 d and a home appliance 100 e is connectedto the cloud network 10. Herein, the robot 100 a to which the AItechnology is applied, the autonomous vehicle 100 b, the XR device 100c, the smartphone 100 d, or the home appliance 100 e may be referred toas the AI devices 100 a to 100 e.

The cloud network 10 may constitute a part of the cloud computinginfrastructure or may mean a network that exists in the cloud computinginfrastructure. Herein, the cloud network 10 may be configured using a3G network, a 4G, a Long Term Evolution (LTE) network or a 5G network.

That is, the devices 100 a to 100 e and 200 constituting the AI system 1may be connected to each other through the cloud network 10. Inparticular, the devices 100 a to 100 e and 200 may communicate with eachother through a base station and may also communicate with each otherdirectly without through a base station.

The AI server 200 may include a server that performs AI processing and aserver that performs an operation on big data.

The AI server 200 may be connected to at least one of a robot 100 a, anautonomous vehicle 100 b, an XR device 100 c, a smartphone 100 d and ahome appliance 100 e, which are AI devices constituting the AI system 1,through the cloud network 10 and help at least partially the AIprocessing of the connected AI devices 100 a to 100 e.

In this case, the AI server 200 may train an artificial neural networkaccording to a machine learning algorithm in place of the AI devices 100a to 100 e, and may directly store the learning model or transmit it tothe AI devices 100 a to 100 e.

Herein, the AI server 200 may receive input data from the AI devices 100a to 100 e, infer a result value for the received input data using alearning model, generate a response or control command based on theinferred result value and transmit the response or control command tothe AI devices 100 a to 100 e.

Alternatively, the AI devices 100 a to 100 e may infer a result value ofinput data by directly using a learning model and generate a response ora control command based on the inferred result value.

Hereinafter will be described various embodiments of the AI devices 100a to 100 e to which the above-described technology is applied. Here, theAI devices 100 a to 100 e illustrated in FIG. 3 may be viewed as aspecific embodiment of the AI device 100 illustrated in FIG. 1

<AI+Robot>

The robot 100 a is applied with AI technology and may be implemented asa guide robot, a transport robot, a cleaning robot, a wearable robot, anentertainment robot, a pet robot, an unmanned flying robot, and thelike.

The robot 100 a may include a robot control module for controlling anoperation, and the robot control module may refer to a software moduleor a chip implementing the same as hardware.

The robot 100 a may obtain status information of the robot 100 a byusing sensor information obtained from various types of sensors, detect(recognizes) the surrounding environment and objects, generate map data,determine a travel route and a driving plan, decide a response to userinteraction, or determine an action.

Herein, the robot 100 a may use sensor information obtained from atleast one sensor among a lidar, a radar and a camera in order todetermine a travel route and a driving plan.

The robot 100 a may perform the above-described operations using alearning model composed of at least one artificial neural network. Forexample, the robot 100 a may recognize a surrounding environment and anobject using a learning model, and may determine an operation using therecognized surrounding environment information or object information.Herein, the learning model may be directly learned by the robot 100 a orlearned by an external device such as the AI server 200.

Herein, the robot 100 a may directly use a learning model to generate aresult and perform an operation. However, the robot 100 a may alsotransmit sensor information to an external device such as the AI server200 and performs the operation by receiving the result generatedaccordingly.

The robot 100 a may determine a travel route and a driving plan by usingat least one of map data, object information detected from sensorinformation, or object information obtained from an external device. Therobot 100 a may be driven according to the determined travel route andthe driving plan by controlling the driving unit.

The map data may include object identification information on variousobjects arranged in a space in which the robot 100 a moves. For example,the map data may include object identification information on fixedobjects such as walls and doors and movable objects such as flower potsand desks. In addition, the object identification information mayinclude a name, a type, a distance, and a location.

In addition, the robot 100 a may perform an operation or run bycontrolling a driving unit based on a user's control/interaction.Herein, the robot 100 a may obtain intention information of interactionaccording to a user's motion or voice speech and determine a responsebased on the obtained intention information to perform an operation.

<AI+Autonomous Driving>

The autonomous vehicle 100 b may be implemented as a mobile robot,vehicle or unmanned aerial vehicle by applying AI technology.

The autonomous driving vehicle 100 b may include an autonomous drivingcontrol module for controlling an autonomous driving function, and theautonomous driving control module may refer to a software module or achip implementing the same as hardware. The autonomous driving controlmodule may be included in a configuration of the autonomous drivingvehicle 100 b but may also be configured as separate hardware andconnected to the autonomous driving vehicle 100 b from outside.

The autonomous driving vehicle 100 b may obtain status information ofthe autonomous driving vehicle 100 b by using sensor informationobtained from various types of sensors, detect (recognize) thesurrounding environment and objects, generate map data and determine atravel route, a driving plan and an operation.

Herein, like the robot 100 a, the autonomous vehicle 100 b may usesensor information obtained from at least one sensor among a lidar, aradar and a camera in order to determine a travel route and a drivingplan.

In particular, the autonomous vehicle 100 b may recognize an environmentor object in an area where the view is obscured or an area greater thana certain distance by receiving sensor information from externaldevices, or receive information that is directly recognized informationby external devices.

The autonomous vehicle 100 b may perform the above-described operationsusing a learning model composed of at least one artificial neuralnetwork. For example, the autonomous vehicle 100 b may recognize thesurrounding environment and an object using a learning model, and maydetermine a driving route using the recognized surrounding environmentinformation or object information. Herein, the learning model may bedirectly learned by the autonomous vehicle 100 b or learned by anexternal device such as the AI server 200.

Herein, the autonomous vehicle 100 b may directly use a learning modelto generate a result and perform an operation. However, the autonomousvehicle 100 b may also transmit sensor information to an external devicesuch as the AI server 200 and perform the operation by receiving theresult generated accordingly.

The autonomous vehicle 100 b may determine a travel route and a drivingplan by using at least one of map data, object information detected fromsensor information, or object information obtained from an externaldevice. The autonomous vehicle 100 b may be driven according to thedetermined travel route and the driving plan by controlling the drivingunit.

The map data may include object identification information on variousobjects arranged in a space (e.g., road) where the autonomous vehicle100 b runs. For example, the map data may include object identificationinformation on fixed objects such as street lights, rocks and buildingsand movable objects such as vehicles and pedestrians. In addition, theobject identification information may include a name, a type, adistance, and a location.

In addition, the autonomous vehicle 100 b may perform an operation orrun by controlling a driving unit based on a user's control/interaction.Herein, the autonomous vehicle 100 b may obtain intention information ofinteraction according to a user's motion or voice speech and determine aresponse based on the obtained intention information to perform anoperation.

<AI+XR>

The XR device 100 c is applied with AI technology and may be implementedas a head-mount display (HMD), a head-up display (HUD) provided in thevehicle, a TV, a mobile phone, a smart phone, a computer, a wearabledevice, a home appliance, a digital signage, a vehicle, a fixed robot ora mobile robot.

The XR device 100 c may analyze 3D point cloud data or image dataobtained through various sensors or from an external device to generatelocation data and attribute data for 3D points. Thus, the XR device 100c may obtain information on surrounding spaces or real objects andproduce an output by rendering an XR object. For example, the XR device100 c may output an XR object including additional information on therecognized object by matching the XR object with the recognized object.

The XR device 100 c may perform the above-described operations using alearning model composed of at least one artificial neural network. Forexample, the XR device 100 c may recognize a real object from 3D pointcloud data or image data by using a learning model, and may provideinformation corresponding to the recognized real object. Herein, thelearning model may be directly learned by the XR device 100 c or learnedby an external device such as the AI server 200.

Herein, the XR device 100 c may directly use a learning model togenerate a result and perform an operation. However, the robot 100 a mayalso transmit sensor information to an external device such as the AIserver 200 and performs the operation by receiving the result generatedaccordingly.

<AI+Robot+Autonomous Driving>

The robot 100 a may be implemented as a guide robot, a transport robot,a cleaning robot, a wearable robot, an entertainment robot, a pet robot,an unmanned flying robot, and the like by applying AI technology andautonomous driving technology.

The robot 100 a to which AI technology and autonomous driving technologyare applied may refer to a robot itself having an autonomous drivingfunction or a robot 100 a interacting with the autonomous drivingvehicle 100 b.

The robot 100 a having an autonomous driving function may collectivelyrefer to devices that move by themselves according to a given movementline without the user's control or by determining the movement line bythemselves.

The robot 100 a having an autonomous driving function and the autonomousdriving vehicle 100 b may use a common sensing method to determine oneor more of a moving route or a driving plan. For example, the robot 100a having an autonomous driving function and the autonomous drivingvehicle 100 b may determine one or more of a movement route or a drivingplan by using information sensed through a lidar, a radar, and a camera.

The robot 100 a interacting with the autonomous driving vehicle 100 bexists separately from the autonomous driving vehicle 100 b and may belinked to an autonomous driving function inside or outside theautonomous driving vehicle 100 b or may perform an operation associatedwith the user on board.

Herein, the robot 100 a interacting with the autonomous driving vehicle100 b obtains sensor information on behalf of the autonomous drivingvehicle 100 b and provides the information to the autonomous drivingvehicle 100 b or obtains sensor information, generates information onthe surrounding environment or object and provides the information tothe autonomous vehicle 100 b. Thus, the robot 100 a may control orassist the autonomous driving function of the autonomous driving vehicle100 b.

Alternatively, the robot 100 a interacting with the autonomous vehicle100 b may monitor a user in the autonomous vehicle 100 b or control thefunctions of the autonomous vehicle 100 b through interaction with theuser. For example, when it is determined that the driver is in a drowsystate, the robot 100 a may activate an autonomous driving function ofthe autonomous driving vehicle 100 b or assist the control of a drivingunit of the autonomous driving vehicle 100 b. Herein, the functions ofthe autonomous vehicle 100 b controlled by the robot 100 a may includenot only the autonomous driving function but also other functionsprovided by a navigation system or an audio system provided inside theautonomous driving vehicle 100 b.

Alternatively, the robot 100 a interacting with the autonomous drivingvehicle 100 b may provide information or assist a function from outsidethe autonomous driving vehicle 100 b. For example, the robot 100 a, likea smart traffic light, may provide traffic information including signalinformation to the autonomous vehicle 100 b, or like an automaticelectric charger of electric vehicle, may interact with the autonomousdriving vehicle 100 b to automatically connect an electric charger tothe charging port.

<AI+Robot+XR>

The robot 100 a may be implemented as a guide robot, a transport robot,a cleaning robot, a wearable robot, an entertainment robot, a pet robot,an unmanned flying robot, and the like by applying AI technology and XRtechnology.

The robot 100 a to which the XR technology is applied may refer to arobot that is an object of control/interaction in an XR image. In thiscase, the robot 100 a is distinguished from the XR device 100 c and maybe interlocked with each other.

When the robot 100 a, which is the object of control/interaction in theXR image, obtains sensor information from sensors including a camera,the robot 100 a or the XR device 100 c may generate an XR image based onthe sensor information, and the XR device 100 c may output the generatedXR image. In addition, the robot 100 a may operate based on a controlsignal input through the XR device 100 c or a user's interaction.

For example, the user may check the XR image corresponding to theviewpoint of the robot 100 a linked remotely through an external devicesuch as the XR device 100 c, adjust the autonomous driving path of therobot 100 a through the interaction, control motion or driving oridentify information on surrounding objects.

<AI+Autonomous+XR>

The autonomous vehicle 100 b may be implemented as a mobile robot, avehicle or an unmanned aerial vehicle by applying AI technology and XRtechnology.

The autonomous driving vehicle 100 b to which the XR technology isapplied may refer to an autonomous driving vehicle equipped with a meansfor providing an XR image or an autonomous driving vehicle that is anobject of control/interaction within the XR image. In particular, theautonomous vehicle 100 b, which is an object of control/interactionwithin the XR image, may be distinguished from and be interlocked withthe XR device 100 c.

The autonomous vehicle 100 b provided with a means for providing an XRimage may obtain sensor information from sensors including a camera andoutput an XR image generated based on the acquired sensor information.For example, the autonomous vehicle 100 b may be equipped with HUD andoutput an XR image. Thus, the autonomous vehicle 100 b may provide anoccupant with an XR object corresponding to a real object or an objectin a screen.

In this case, when the XR object is output to the HUD, at least a partof the XR object may be output to overlap the actual object facing theoccupant's gaze. On the other hand, when the XR object is output on adisplay provided inside the autonomous vehicle 100 b, at least a part ofthe XR object may be output to overlap an object in the screen. Forexample, the autonomous vehicle 100 b may output XR objectscorresponding to objects such as lanes, other vehicles, traffic lights,traffic signs, motorcycles, pedestrians, and buildings.

When the autonomous vehicle 100 b, which is the object ofcontrol/interaction in the XR image, obtains sensor information fromsensors including a camera, the autonomous vehicle 100 b or the XRdevice 100 c may generate an XR image based on the sensor information,and the XR device 100 c may output the generated XR image. In addition,the robot 100 a may operate based on a control signal input through anexternal device like the XR device 100 c or a user's interaction.

In the present specification, a wireless device may be a base station, anetwork node, a transmitting terminal, a receiving terminal, a wirelessdevice, a wireless communication device, a vehicle, a vehicle equippedwith an autonomous driving function, an unmanned aerial vehicle (UAV),an artificial intelligence (AI) module, a robot, an augmented reality(AR) device, a virtual reality (VR) device, a MTC device, an IoT device,a medical device, a fintech device (or financial device), a securitydevice, a climate/environmental device, or any other device associatedwith the fourth industrial revolution or the 5G service. For example, anUAV may be a flying object that carries no person but flies by radiocontrol signals. For example, an MTC device and an IoT device aredevices that do not require direct human intervention or manipulation,and may be smart meters, bending machines, thermometers, smart bulbs,door locks, and various sensors. For example, a medical device is adevice used for diagnosing, treating, reducing, treating or preventing adisease or a device used for examining, replacing or modifying astructure or function. Such a medical device may be medical equipment, asurgical device, a (in vitro) diagnostic device, a hearing aid, asurgical device, and the like. For example, a security device is adevice installed to prevent a probable risk and to maintain safety, andmay be a camera, CCTV, black box, or the like. For example, a fintechdevice is a device capable of providing financial services such asmobile payment and may be a payment device, point of sales (POS), or thelike. For example, a climate/environmental device may mean a device formonitoring and predicting the climate/environment.

In the present specification, a terminal may include a mobile phone, asmart phone, a laptop computer, a terminal for digital broadcasting, apersonal digital assistants (PDA), a portable multimedia player (PMP), anavigator, a slate PC, a tablet PC, an ultrabook, a wearable device(e.g., a smartwatch, a smart glass, and a head mounted display (HMD)), afoldable device. For example, an HMD is a head-mounted display deviceand may be used to implement VR or AR.

In the embodiments described above, the components and features of thepresent disclosure are combined in a predetermined form. Each componentor feature should be considered optional unless stated otherwise. Eachcomponent or feature may be implemented without being combined withother components or features. It is also possible to configure anembodiment of the present disclosure by combining some components and/orfeatures. The order of the operations described in the embodiments ofthe present disclosure may be changed. Some configurations or featuresof one embodiment may be included in other embodiments or be replaced bycorresponding configurations or features of other embodiments. It isapparent that claims having no explicit citation relationship in theclaims may be combined to form an embodiment or to be included as a newclaim by amendment after filing.

Embodiments according to the present disclosure may be implemented byvarious means, for example, hardware, firmware, software, or acombination thereof. In the case of implementation by hardware, one ormore application specific integrated circuits (ASICs), digital signalprocessors (DSPs), digital signal processing devices (DSPDs),programmable logic devices (PLDs), field programmable gate arrays(FPGAs), processors, controllers, microcontrollers, microprocessors, andthe like may be used for implementation.

In the case of implementation by firmware or software, an embodiment ofthe present disclosure may be implemented in the form of a module,procedure, function, etc. that perform the functions or operationsdescribed above. The software code may be stored in memory and driven bya processor. The memory may be located inside or outside the processorand exchange data with the processor by various means already known.

It will be apparent to those skilled in the art that the presentdisclosure may be embodied in other specific forms without departingfrom the essential features of the present disclosure. Therefore, theabove detailed description should not be construed as limiting in allrespects and should be considered illustrative. The scope of theinvention should be determined by rational interpretation of theappended claims, and all changes within the equivalent scope of thepresent disclosure are included in the scope of the present disclosure.

What is claimed is:
 1. A method, performed in a reporting vehicle, formanaging vehicle driving by using vehicle to everything (V2X)communication, the method comprising: generating a driving message forreporting maneuver information of the reporting vehicle to acoordinator; and receiving a management message comprising vehicledriving management information for managing a driving operation of thereporting vehicle based on the maneuver information as a response to thedriving message, wherein the driving message comprises the maneuverinformation associated with intended expected driving after a currenttime of the vehicle.
 2. The method of claim 1, wherein the maneuverinformation comprises at least one of specific information, geographicinformation, time information and dynamic information that areassociated with the expected driving of the vehicle.
 3. The method ofclaim 2, wherein the specific information, the geographic information,the time information and the dynamic information are collected through amaneuver collection function of a maneuver management application entityor a facility entity.
 4. The method of claim 1 further comprisesupdating the maneuver information based on the vehicle drivingmanagement information.
 5. The method of claim 1 further comprisesperforming a specific driving operation associated with the driving ofthe vehicle according to the driving management information.
 6. Themethod of claim 1, wherein the maneuver information comprises a maneuvertype indicating a type of the expected driving of the reporting vehicleand driving information associated with driving according to themaneuver type.
 7. The method of claim 1, wherein the driving managementinformation comprises indication information representing permission orrejection of an operation of the reporting vehicle according to themaneuver information.
 8. The method of claim 7, wherein the vehicledriving management information comprises: a maneuver type indicating adriving type of each vehicle for optimal driving of a plurality ofvehicle managed by the coordinator; and driving information associatedwith driving according to the maneuver type.
 9. A reporting vehicle formanaging vehicle driving by using V2X communication, the vehiclecomprising: a radio frequency (RF) module for transmitting and receivinga wireless signal; and a processor functionally connected to the RFmodule, wherein the processor generates a driving message for reportingmaneuver information of the reporting vehicle to a coordinator vehicleand receives a management message comprising vehicle driving managementinformation for managing a driving operation of the reporting vehiclebased on the maneuver information as a response to the driving message,and wherein the driving message comprises the maneuver informationassociated with intended expected driving after a current time of thevehicle.
 10. The vehicle of claim 9, wherein the maneuver informationcomprises at least one of specific information, geographic information,time information and dynamic information that are associated with theexpected driving of the vehicle.
 11. The vehicle of claim 10, whereinthe specific information, the geographic information, the timeinformation and the dynamic information are collected through a maneuvercollection function of a maneuver management application entity or afacility entity.
 12. The vehicle of claim 9, wherein the processorupdates the maneuver information based on the vehicle driving managementinformation.
 13. The vehicle of claim 9, wherein the processor performsa specific driving operation associated with the driving of the vehicleaccording to the driving management information.
 14. The vehicle ofclaim 9, wherein the maneuver information comprises a maneuver typeindicating a type of the expected driving of the reporting vehicle anddriving information associated with driving according to the maneuvertype.
 15. The vehicle of claim 9, wherein the driving managementinformation comprises indication information representing permission orrejection of an operation of the reporting vehicle according to themaneuver information.
 16. The vehicle of claim 15, wherein the vehicledriving management information comprises: a maneuver type indicating adriving type of each vehicle for optimal driving of a plurality ofvehicle managed by the coordinator vehicle; and driving informationassociated with driving according to the maneuver type.